Method by which terminal receives signal in wireless communication system, and terminal therefor

ABSTRACT

A method by which a terminal receives a signal in a wireless communication system is disclosed. The method can comprise: receiving first information about a parking space from the infrastructure of a parking lot; generating second information for parking in the parking lot, on the basis of the first information; and transmitting the second information to a vehicle having established a communication link with the terminal. In addition, the first information can include spatial coordinates and a virtual parking line of the parking space.

TECHNICAL FIELD

The present disclosure relates to a method of receiving a signal by auser equipment (UE) in a wireless communication system and a UEtherefor, and more particularly, to providing a parking-related servicethough signal transmission and reception among a UE, a vehicle, andinfrastructure in a parking lot system.

BACKGROUND ART

A conventional parking lot operation system includes a place wherevarious facilities are placed by arranging the ground and markingparking lines for parking, and a driver identifies a parking space toattempt parking by a parking line.

The conventional parking lot operation system may include various indoorand outdoor parking lots as follows. For example, a road parking lot isinstalled on a road surface or in a certain area of a traffic square(only an intersection square), for public use. The road parking lot is aresidential priority parking lot or a public road parking lot installedon a side of a road. An off-street parking lot is installed in a placeother than a road surface and a traffic square of a road and having anaccess road for entry, for the general public. An outdoor attachedparking lot is installed as an attached facility for a building, a golfpractice range, and other facilities that cause parking demands, to beused for users of the building or the general public. A temporaryoutdoor parking lot is temporarily designated and operated for thegeneral public in a park, a school playground, a playground, a road, aresidential area, a vacant lot, or the like due to a specific event. Anindoor parking lot is installed in a designated place inside a building,for the general public.

However, because parking lines are drawn on the ground in theconventional parking lot operation system, parking difficulties causedby an increase in vehicles in and out of a city may not be coped withand a parking space may not be used efficiently.

More specifically, in the case of a road parking lot, it is difficult toprovide parking lot use information (e.g., the number of vehicles thatmay be accommodated) and manage a parking space in real time. Moreover,when the size of the parking lot is large, the efficiency of parkingspace management through parking personnel is poor. In addition, becauseparking lines are marked on a road surface or traffic square of a road,the parking lot has a poor outward appearance. When a flexible parkinglot operation is required according to traffic conditions and roadconditions, it is not easy to quickly provide drivers with changedparking lot use information in real time, and the parking lines maycause confusion regarding whether to use the parking lot to the drivers.In other words, the parking lot is not desirable for flexible operation.

In the case of an outdoor parking lot, outdoor attached parking lot, andan indoor parking lot, when parking lines are erased, the efficiency ofusing a parking space becomes poor due to drivers' parking habits,parking abilities, and parking manners. In addition, since the parkinglines are marked, the parking lots may not be operated flexiblyaccording to different vehicle types. For example, i) when the use of aparking lot is to be changed from accommodation of 10 general vehiclesto accommodation of 7 general vehicles and 3 elderly vehicles, and ii)when a parking lot is to be operated mainly for general vehicles duringthe day and for special vehicles at night, the parking lots may not beoperated flexibly.

The temporary indoor parking lot and temporary outdoor parking lot havethe following problems. The efficiency of use of parking spacesdecreases depending on parking habits, parking abilities, and parkingmanners of drivers because there are no parking line markings. Inaddition, when the size of the parking lot increases, it is difficultfor parking attendants to manage parking spaces. It is difficult tomanage information on parking lot usage and parking spaces in real time.Therefore, there is a need for a parking lot system capable of solvingthe above-described problems of the conventional parking lot operationsystem.

DISCLOSURE Technical Problem

According to an embodiment or an implementation, to solve the problemsof the conventional parking lot operating system, a parking lotoperation system is proposed, which defines parking spaces by usingspatial coordinate information, and thus may be operable like anexisting general parking lot without marking parking lines on a road orthe ground of the parking spaces.

According to an embodiment or an implementation, a parking lot operationsystem is proposed, which provides a vehicle with spatial coordinateinformation for each parking space of a parking lot, instead of markingparking lines on the ground for the parking lot. In the system, virtualparking lot-related information is provided and received by using awireless communication message (e.g., a V2X message). For example, thevirtual parking lot-related information is provided by usinginfrastructure such as a fixed and/or mobile load-side unit (RSU), acellular base station (BS), and a WiFi access point (AP), which areequipped with a V2X communication module. In addition, the virtualparking lot-related information is received and a parking space isidentified by using a vehicle telematics device equipped with a V2Xcommunication module or a smartphone (or a communication device having afunction corresponding to the smartphone). The vehicle telematics deviceincludes a conventional vehicle navigator.

According to an embodiment or an implementation, a parking lot operationsystem is proposed, in which virtual parking lot-related information isprovided and received by using a mobile application. The system providesthe virtual parking lot-related information by using infrastructure suchas a fixed/mobile RSU, a cellular BS, and a WiFi AP equipped with ageneral wireless communication (LTE or NR) module. In addition, in thesystem, the virtual parking lot-related information is received and aparking space is identified by using a vehicle telematics deviceequipped with a general communication module or a smartphone (or acommunication device having a function corresponding to the smartphone).

It will be appreciated by persons skilled in the art that the objectsthat could be achieved with an embodiment or an implementation are notlimited to what has been particularly described hereinabove and theabove and other objects that the present disclosure could achieve willbe more clearly understood from the following detailed description.

Technical Solution

To achieve the above objects, a method of receiving a signal by a UE ina wireless communication system may include receiving first informationabout a parking space from infrastructure of a parking lot, generatingsecond information for parking in the parking lot, based on the firstinformation, and transmitting the second information to a vehicle whichhas established a communication link with the UE. The first informationmay include spatial coordinates of the parking space and a virtualparking line for the parking space.

The infrastructure may include at least a road side unit (RSU), a basestation, or an access point (AP).

The method may further include further comprising, based on the firstinformation including spatial coordinates fewer than a reference number,extracting remaining spatial coordinates for specifying the parkingspace by using the spatial coordinates fewer than the reference number.

The first information received from the parking lot may be differentaccording to a distance between the UE and the parking lot.

When the distance between the UE and the parking lot is less than athreshold, the first information may include a unique ID of the parkingspace, the spatial coordinates of the parking space, and a movement pathto the parking space.

A reservation priority for the parking space in the parking lot may bedifferent according to a distance between the UE and the parking lot.

The method may further include further comprising, based on the firstinformation including spatial coordinates fewer than a reference number,extracting remaining spatial coordinates for specifying the parkingspace by using the spatial coordinates fewer than the reference number.

Advantageous Effects

Compared to the conventional parking lot system, the virtual parking lotsystem according to an embodiment or an implementation has the followingeffects.

First, in the case of a virtual road parking lot, it is easy to provideinformation about parking lot use (e.g., the number of vehicles that maybe accommodated) and manage parking spaces in real time. Further,regardless of the size of the parking lot and the number of parkingpersonnel, parking space management efficiency may be improved. Sinceparking lines are not marked on a road surface or a traffic square of aroad, the parking lot looks nice. In addition, when the parking lotneeds to be flexibly operated depending on traffic conditions and roadconditions, it is easy to quickly provide drivers with a changed parkinglot usage guidance in real time, and the probability of causingconfusion to drivers by parking lines may be reduced.

Secondly, virtual outdoor parking lots, virtual outdoor attached parkinglots, and virtual indoor parking lots may have relatively high parkingspace use efficiency regardless of drivers' parking habits, parkingability, and parking manners. Further, the virtual parking lot systemmay flexibly cope with changes in vehicle type.

Thirdly, in the case of a temporary indoor parking lot and a temporaryoutdoor parking lot, the parking space use efficiency may be highregardless of drivers' parking habits, parking ability, and parkingmanners. Further, regardless of the size of the parking lot and thenumber of parking personnel, the parking spaces may be more efficientlymanaged. In addition, it is easy to provide information about parkinglot use (e.g., the number of vehicles that may be accommodated) andmanage the parking spaces in real time.

It will be appreciated by persons skilled in the art that the effectsthat can be achieved with an embodiment or an implementation are notlimited to what has been particularly described hereinabove and otheradvantages of the present disclosure will be more clearly understoodfrom the following detailed description taken in conjunction with theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

To help understanding of an embodiment or an implementation, theattached drawings, which are included as part of the detaileddescription, provide an embodiment or an implementation and describe thetechnical idea of the embodiment or implementation in conjunction withthe detailed description.

FIG. 1 is a diagram illustrating a vehicle according to embodiment(s).

FIG. 2 is a control block diagram of the vehicle according toembodiment(s).

FIG. 3 is a control block diagram of an autonomous device according toembodiment(s).

FIG. 4 is a block diagram of the autonomous device according toembodiment(s)

FIG. 5 is a diagram showing the interior of the vehicle according toembodiment(s).

FIG. 6 is a block diagram referred to in description of a cabin systemfor the vehicle according to embodiment(s).

FIG. 7 is a diagram illustrating a reference architecture of anintelligent transport system (ITS) station.

FIG. 8 illustrates an exemplary ITS station structure capable of beingdesigned and applied based on the ITS station reference architectureshown in FIG. 7.

FIG. 9 illustrates an exemplary structure of an application layer.

FIG. 10 illustrates an exemplary structure of a facilities layer.

FIG. 11 illustrates functions of the European ITS network & transportlayer.

FIG. 12 illustrates the structure of a wireless access for vehicularenvironments (WAVE) short message (WSM) packet generated according to aWAVE short message protocol (WSMP).

FIG. 13 illustrates an ITS access layer applied to the Institute ofElectrical and Electronics Engineers (IEEE) 802.11p and cellularvehicle-to-everything (V2X) (LTE-V2X, NR-V2X, etc.).

FIG. 14 illustrates the structure of main features of a medium accesscontrol (MAC) sub-layer and a physical (PHY) layer of IEEE 802.11p.

FIG. 15 illustrates the structure of enhanced dedicated channel access(EDCA).

FIG. 16 illustrates a transmitter structure of a physical layer.

FIG. 17 illustrates a data flow between MAC and PHY layers incellular-V2X.

FIG. 18 illustrates an example of processing for uplink transmission.

FIG. 19 illustrates the structure of an LTE system to whichembodiment(s) are applicable.

FIG. 20 illustrates a radio protocol architecture for a user plane towhich embodiment(s) are applicable.

FIG. 21 illustrates a radio protocol architecture for a control plane towhich embodiment(s) are applicable.

FIG. 22 illustrates the structure of an NR system to which embodiment(s)are applicable.

FIG. 23 illustrates functional split between an NG-RAN and a 5GC towhich embodiment(s) are applicable.

FIG. 24 illustrates the structure of an NR radio frame to whichembodiment(s) are applicable.

FIG. 25 illustrates the structure of a slot of an NR frame to whichembodiment(s) are applicable.

FIG. 26 illustrates an example of selecting a transmission resource towhich embodiments(s) are applicable.

FIG. 27 illustrates an example of transmitting a PSCCH in sidelinktransmission mode 3 or 4 to which embodiment(s) are applicable.

FIG. 28 illustrates an example of physical processing at a transmittingside to which embodiment(s) are applicable.

FIG. 29 illustrates an example of physical layer processing at areceiving side to which embodiment(s) are applicable.

FIG. 30 illustrates a synchronization source or synchronizationreference in V2X to which embodiment(s) are applicable.

FIG. 31 illustrates an exemplary scenario of configuring a BWP to whichan embodiment or an implementation is applicable.

FIGS. 32 and 33 illustrate virtual parking systems after online andoffline layout of parking spaces and acquisition of the spatialcoordinates of the parking spaces.

FIG. 34 illustrates methods of representing virtual parking spaces thatmay be laid out in various manners in any place.

FIGS. 35 to 40 are diagrams referred to for describing that differenttype information is provided according to the distance from a virtualparking lot to the location of a vehicle.

FIG. 41 is a diagram referred to for describing a parking method usingspatial coordinate information about parking spaces.

FIG. 42 and FIG. 43 illustrate wireless devices applicable to thepresent disclosure.

FIG. 44 and FIG. 45 illustrate a transceiver of a wireless communicationdevice according to an embodiment.

FIG. 46 illustrates an operation of a wireless device related tosidelink communication, according to an embodiment.

FIG. 47 illustrates an operation of a network node related to sidelinkaccording to an embodiment.

FIG. 48 illustrates implementation of a wireless device and a networknode according to one embodiment.

FIG. 49 illustrates a communication system applied to the presentdisclosure.

BEST MODE

In various embodiments of the present disclosure, “/” and “,” should beinterpreted as “and/or”. For example, “A/B” may mean “A and/or B”.Further, “A, B” may mean “A and/or B”. Further, “A/B/C” may mean “atleast one of A, B and/or C”. Further, “A, B, C” may mean “at least oneof A, B and/or C”.

In various embodiments of the present disclosure, “or” should beinterpreted as “and/or”. For example, “A or B” may include “only A”,“only B”, and/or “both A and B”. In other words, “or” should beinterpreted as “additionally or alternatively”.

1. Driving

(1) Exterior of Vehicle

FIG. 1 is a diagram illustrating a vehicle according to embodiment(s).Referring to FIG. 1, a vehicle 10 according to embodiment(s) is definedas a transportation means traveling on roads or railroads. The vehicle10 includes a car, a train, and a motorcycle. The vehicle 10 may includean internal combustion engine vehicle having an engine as a powersource, a hybrid vehicle having an engine and a motor as a power source,and an electric vehicle having an electric motor as a power source. Thevehicle 10 may be a privately owned vehicle. The vehicle 10 may be ashared vehicle. The vehicle 10 may be an autonomous driving vehicle.

(2) Components of Vehicle

FIG. 2 is a control block diagram of the vehicle according toembodiment(s). Referring to FIG. 2, the vehicle 10 may include a userinterface device 200, an object detection device 210, a communicationdevice 220, a driving operation device 230, a main electronic controlunit (ECU) 240, a driving control device 250, an autonomous drivingdevice 260, a sensing unit 270, and a position data generation device280. The object detection device 210, the communication device 220, thedriving operation device 230, the main ECU 240, the driving controldevice 250, the autonomous driving device 260, the sensing unit 270 andthe position data generation device 280 may be implemented by electronicdevices which generate electric signals and exchange the electricsignals with one another.

1) User Interface Device

The user interface device 200 is a device for communication between thevehicle 10 and a user. The user interface device 200 may receive userinput and provide information generated in the vehicle 10 to the user.The vehicle 10 may implement a user interface (UI) or user experience(UX) through the user interface device 200. The user interface device200 may include an input device, an output device, and a user monitoringdevice.

2) Object Detection Device

The object detection device 210 may generate information about objectsoutside the vehicle 10. Information about an object may include at leastone of information about presence or absence of the object, informationabout the position of the object, information about a distance betweenthe vehicle 10 and the object, or information about a relative speed ofthe vehicle 10 with respect to the object. The object detection device210 may detect objects outside the vehicle 10. The object detectiondevice 210 may include at least one sensor which may detect objectsoutside the vehicle 10. The object detection device 210 may include atleast one of a camera, a radar, a lidar, an ultrasonic sensor, or aninfrared sensor. The object detection device 210 may provide data aboutan object generated based on a sensing signal generated from a sensor toat least one electronic device included in the vehicle.

2.1) Camera

The camera may generate information about objects outside the vehicle 10using images. The camera may include at least one lens, at least oneimage sensor, and at least one processor which is electrically connectedto the image sensor, processes received signals, and generates dataabout objects based on the processed signals.

The camera may be at least one of a mono camera, a stereoscopic camera,or an around view monitoring (AVM) camera. The camera may acquireinformation about the position of an object, information about adistance to the object, or information about a relative speed withrespect to the object using various image processing algorithms Forexample, the camera may acquire information about a distance to anobject and information about a relative speed with respect to the objectfrom an acquired image based on change in the size of the object overtime. For example, the camera may acquire information about a distanceto an object and information about a relative speed with respect to theobject through a pin-hole model, road profiling, or the like. Forexample, the camera may acquire information about a distance to anobject and information about a relative speed with respect to the objectfrom a stereoscopic image acquired from a stereoscopic camera based ondisparity information.

The camera may be mounted in a portion of the vehicle at which field ofview (FOV) may be secured in order to capture the outside of thevehicle. The camera may be disposed in proximity to a front windshieldinside the vehicle in order to acquire front view images of the vehicle.The camera may be disposed near a front bumper or a radiator grill. Thecamera may be disposed in proximity to a rear glass inside the vehiclein order to acquire rear view images of the vehicle. The camera may bedisposed near a rear bumper, a trunk, or a tail gate. The camera may bedisposed in proximity to at least one of side windows inside the vehiclein order to acquire side view images of the vehicle. Alternatively, thecamera may be disposed near a side mirror, a fender, or a door.

2.2) Radar

The radar may generate information about an object outside the vehicle10 using electromagnetic waves. The radar may include an electromagneticwave transmitter, an electromagnetic wave receiver, and at least oneprocessor which is electrically connected to the electromagnetic wavetransmitter and the electromagnetic wave receiver, processes receivedsignals, and generates data about an object based on the processedsignals. The radar may be implemented as a pulse radar or a continuouswave radar in terms of electromagnetic wave emission. The continuouswave radar may be implemented as a frequency modulated continuous wave(FMCW) radar or a frequency shift keying (FSK) radar according to signalwaveform. The radar may detect an object through electromagnetic wavesbased on time of flight (TOF) or phase shift and detect the position ofthe detected object, a distance to the detected object, and a relativespeed with respect to the detected object. The radar may be disposed atan appropriate position outside the vehicle in order to detect objectspositioned in front of, behind, or on the side of the vehicle.

2.3) Lidar

The lidar may generate information about an object outside the vehicle10 using a laser beam. The lidar may include a light transmitter, alight receiver, and at least one processor which is electricallyconnected to the light transmitter and the light receiver, processesreceived signals, and generates data about an object based on theprocessed signals. The lidar may be implemented as a TOF type or a phaseshift type. The lidar may be implemented as a driven type or anon-driven type. A driven type lidar may be rotated by a motor anddetect an object around the vehicle 10. A non-driven type lidar maydetect an object positioned within a predetermined range from thevehicle according to light steering. The vehicle 10 may include aplurality of non-driven type lidars. The lidar may detect an objectthrough a laser beam based on the TOF type or the phase shift type anddetect the position of the detected object, a distance to the detectedobject, and a relative speed with respect to the detected object. Thelidar may be disposed at an appropriate position outside the vehicle inorder to detect objects positioned in front of, behind, or on the sideof the vehicle.

3) Communication Device

The communication device 220 may exchange signals with devices disposedoutside the vehicle 10. The communication device 220 may exchangesignals with at least one of infrastructure (e.g., a server and abroadcast station), another vehicle, or a terminal. The communicationdevice 220 may include at least one of a transmission antenna, areception antenna, or a radio frequency (RF) circuit or an RF elementwhich may implement various communication protocols, in order to performcommunication.

For example, the communication device may exchange signals with externaldevices based on cellular V2X (C-V2X). For example, C-V2X may includeside-link communication based on Long-Term Evolution (LTE) and/orsidelink communication based on NR. Details related to C-V2X will bedescribed later.

For example, the communication device may exchange signals with externaldevices based on dedicated short range communications (DSRC) or wirelessaccess in vehicular environment (WAVE) based on IEEE 802.11p physical(PHY)/media access control (MAC layer technology and IEEE 1609network/transport layer technology. DSRC (or WAVE) is communicationspecification for providing an intelligent transport system (ITS)service through short-range dedicated communication betweenvehicle-mounted devices or between a roadside device and avehicle-mounted device. DSRC may be a communication scheme that may usea frequency of 5.9 GHz and have a data transmission rate in the range of3 Mbps to 27 Mbps. IEEE 802.11p may be combined with IEEE 1609 tosupport DSRC (or WAVE).

The communication device of embodiment(s) may exchange signals withexternal devices using only one of C-V2X and DSRC. Alternatively, thecommunication device of embodiment(s) may exchange signals with externaldevices using a hybrid of C-V2X and DSRC.

4) Driving Operation Device

The driving operation device 230 is a device for receiving user inputfor driving. In a manual mode, the vehicle 10 may be driven based on asignal provided by the driving operation device 230. The drivingoperation device 230 may include a steering input device (e.g., asteering wheel), an acceleration input device (e.g., an acceleratorpedal), and a brake input device (e.g., a brake pedal).

5) Main ECU

The main ECU 240 may control the overall operation of at least oneelectronic device included in the vehicle 10.

6) Driving Control Device

The driving control device 250 is a device for electrically controllingvarious vehicle driving devices included in the vehicle 10. The drivingcontrol device 250 may include a powertrain driving control device, achassis driving control device, a door/window driving control device, asafety device driving control device, a lamp driving control device, andan air-conditioner driving control device. The powertrain drivingcontrol device may include a power source driving control device and atransmission driving control device. The chassis driving control devicemay include a steering driving control device, a brake driving controldevice, and a suspension driving control device. Meanwhile, the safetydevice driving control device may include a seat belt driving controldevice for seat belt control.

The driving control device 250 includes at least one electronic controldevice (e.g., an ECU).

The driving control device 250 may control vehicle driving devices basedon signals received by the autonomous device 260. For example, thedriving control device 250 may control a powertrain, a steering device,and a brake device based on signals received by the autonomous device260.

7) Autonomous Driving Device

The autonomous driving device 260 may generate a route for self-drivingbased on acquired data. The autonomous driving device 260 may generate adriving plan for traveling along the generated route. The autonomousdriving device 260 may generate a signal for controlling movement of thevehicle according to the driving plan. The autonomous device 260 mayprovide the generated signal to the driving control device 250.

The autonomous driving device 260 may implement at least one advanceddriver assistance system (ADAS) function. The ADAS may implement atleast one of adaptive cruise control (ACC), autonomous emergency braking(AEB), forward collision warning (FCW), lane keeping assist (LKA), lanechange assist (LCA), target following assist (TFA), blind spot detection(BSD), adaptive high beam assist (HBA), automated parking system (APS),a pedestrian collision warning system, traffic sign recognition (TSR),traffic sign assist (TSA), night vision (NV), driver status monitoring(DSM), or traffic jam assist (TJA).

The autonomous driving device 260 may perform switching from aself-driving mode to a manual driving mode or switching from the manualdriving mode to the self-driving mode. For example, the autonomousdriving device 260 may switch the mode of the vehicle 10 from theself-driving mode to the manual driving mode or from the manual drivingmode to the self-driving mode, based on a signal received from the userinterface device 200.

8) Sensing Unit

The sensing unit 270 may detect a state of the vehicle. The sensing unit270 may include at least one of an internal measurement unit (IMU)sensor, a collision sensor, a wheel sensor, a speed sensor, aninclination sensor, a weight sensor, a heading sensor, a positionmodule, a vehicle forward/backward movement sensor, a battery sensor, afuel sensor, a tire sensor, a steering sensor, a temperature sensor, ahumidity sensor, an ultrasonic sensor, an illumination sensor, or apedal position sensor. Further, the IMU sensor may include one or moreof an acceleration sensor, a gyro sensor, and a magnetic sensor.

The sensing unit 270 may generate vehicle state data based on a signalgenerated from at least one sensor. The vehicle state data may beinformation generated based on data detected by various sensors includedin the vehicle. The sensing unit 270 may generate vehicle attitude data,vehicle motion data, vehicle yaw data, vehicle roll data, vehicle pitchdata, vehicle collision data, vehicle orientation data, vehicle angledata, vehicle speed data, vehicle acceleration data, vehicle tilt data,vehicle forward/backward movement data, vehicle weight data, batterydata, fuel data, tire pressure data, vehicle internal temperature data,vehicle internal humidity data, steering wheel rotation angle data,vehicle external illumination data, data of a pressure applied to anacceleration pedal, data of a pressure applied to a brake pedal, etc.

9) Position Data Generation Device

The position data generation device 280 may generate position data ofthe vehicle 10. The position data generation device 280 may include atleast one of a global positioning system (GPS) or a differential globalpositioning system (DGPS). The position data generation device 280 maygenerate position data of the vehicle 10 based on a signal generatedfrom at least one of the GPS or the DGPS. According to an embodiment,the position data generation device 280 may correct position data basedon at least one of the IMU sensor of the sensing unit 270 or the cameraof the object detection device 210. The position data generation device280 may also be called a global navigation satellite system (GNSS).

The vehicle 10 may include an internal communication system 50. Aplurality of electronic devices included in the vehicle 10 may exchangesignals through the internal communication system 50. The signals mayinclude data. The internal communication system 50 may use at least onecommunication protocol (e.g., CAN, LIN, FlexRay, MOST or Ethernet).

(3) Components of Autonomous Driving Device

FIG. 3 is a control block diagram of the autonomous driving deviceaccording to embodiment(s). Referring to FIG. 3, the autonomous drivingdevice 260 may include a memory 140, a processor 170, an interface 180,and a power supply 190.

The memory 140 is electrically connected to the processor 170. Thememory 140 may store basic data with respect to units, control data foroperation control of units, and input/output data. The memory 140 maystore data processed in the processor 170. Hardware-wise, the memory 140may be configured as at least one of a ROM, a RAM, an EPROM, a flashdrive, or a hard drive. The memory 140 may store various types of datafor overall operation of the autonomous driving device 260, such as aprogram for processing or control of the processor 170. The memory 140may be integrated with the processor 170. According to an embodiment,the memory 140 may be categorized as a subcomponent of the processor170.

The interface 180 may exchange signals with at least one electronicdevice included in the vehicle 10 by wire or wirelessly. The interface180 may exchange signals with at least one of the object detectiondevice 210, the communication device 220, the driving operation device230, the main ECU 240, the driving control device 250, the sensing unit270, or the position data generation device 280 in a wired or wirelessmanner The interface 180 may be configured using at least one of acommunication module, a terminal, a pin, a cable, a port, a circuit, anelement, or a device.

The power supply 190 may provide power to the autonomous driving device260. The power supply 190 may be provided with power from a power source(e.g., a battery) included in the vehicle 10 and supply the power toeach unit of the autonomous driving device 260. The power supply 190 mayoperate according to a control signal supplied from the main ECU 240.The power supply 190 may include a switched-mode power supply (SMPS).

The processor 170 may be electrically connected to the memory 140, theinterface 180, and the power supply 190 and exchange signals with thesecomponents. The processor 170 may be implemented using at least one ofapplication specific integrated circuits (ASICs), digital signalprocessors (DSPs), digital signal processing devices (DSPDs),programmable logic devices (PLDs), field programmable gate arrays(FPGAs), processors, controllers, microcontrollers, microprocessors, orelectronic units for executing other functions.

The processor 170 may be operated by power supplied from the powersupply 190. The processor 170 may receive data, process the data,generate a signal, and provide the signal while power is being suppliedthereto.

The processor 170 may receive information from other electronic devicesincluded in the vehicle 10 through the interface 180. The processor 170may provide control signals to other electronic devices in the vehicle10 through the interface 180.

The autonomous driving device 260 may include at least one printedcircuit board (PCB). The memory 140, the interface 180, the power supply190, and the processor 170 may be electrically connected to the PCB.

(4) Operation of Autonomous Driving Device

1) Reception Operation

Referring to FIG. 4, the processor 170 may perform a receptionoperation. The processor 170 may receive data from at least one of theobject detection device 210, the communication device 220, the sensingunit 270, or the position data generation device 280 through theinterface 180. The processor 170 may receive object data from the objectdetection device 210. The processor 170 may receive HD map data from thecommunication device 220. The processor 170 may receive vehicle statedata from the sensing unit 270. The processor 170 may receive positiondata from the position data generation device 280.

2) Processing/Determination Operation

The processor 170 may perform a processing/determination operation. Theprocessor 170 may perform the processing/determination operation basedon traveling situation information. The processor 170 may perform theprocessing/determination operation based on at least one of the objectdata, the HD map data, the vehicle state data, or the position data.

2.1) Driving Plan Data Generation Operation

The processor 170 may generate driving plan data. For example, theprocessor 170 may generate electronic horizon data. The electronichorizon data may be understood as driving plan data in a range from aposition at which the vehicle 10 is located to a horizon. The horizonmay be understood as a point a predetermined distance before theposition at which the vehicle 10 is located based on a predeterminedtraveling route. The horizon may refer to a point at which the vehiclemay arrive after a predetermined time from the position at which thevehicle 10 is located along a predetermined traveling route.

The electronic horizon data may include horizon map data and horizonpath data.

2.1.1) Horizon Map Data

The horizon map data may include at least one of topology data, roaddata, HD map data, or dynamic data. According to an embodiment, thehorizon map data may include a plurality of layers. For example, thehorizon map data may include a first layer that matches the topologydata, a second layer that matches the road data, a third layer thatmatches the HD map data, and a fourth layer that matches the dynamicdata. The horizon map data may further include static object data.

The topology data may be explained as a map created by connecting roadcenters. The topology data is suitable for approximate display of alocation of a vehicle and may have a data form used for navigation fordrivers. The topology data may be understood as data about roadinformation other than information on driveways. The topology data maybe generated based on data received from an external server through thecommunication device 220. The topology data may be based on data storedin at least one memory included in the vehicle 10.

The road data may include at least one of road slope data, roadcurvature data, or road speed limit data. The road data may furtherinclude no-passing zone data. The road data may be based on datareceived from an external server through the communication device 220.The road data may be based on data generated in the object detectiondevice 210.

The HD map data may include detailed topology information in units oflanes of roads, connection information of each lane, and featureinformation for vehicle localization (e.g., traffic signs, lanemarking/attribute, road furniture, etc.). The HD map data may be basedon data received from an external server through the communicationdevice 220.

The dynamic data may include various types of dynamic information whichmay be generated on roads. For example, the dynamic data may includeconstruction information, variable speed road information, roadcondition information, traffic information, moving object information,etc. The dynamic data may be based on data received from an externalserver through the communication device 220. The dynamic data may bebased on data generated in the object detection device 210.

The processor 170 may provide map data in a range from a position atwhich the vehicle 10 is located to the horizon.

2.1.2) Horizon Path Data

The horizon path data may be explained as a trajectory through which thevehicle 10 may travel in a range from a position at which the vehicle 10is located to the horizon. The horizon path data may include dataindicating a relative probability of selecting a road at a decisionpoint (e.g., a fork, a junction, a crossroad, or the like). The relativeprobability may be calculated based on a time taken to arrive at a finaldestination. For example, if a time taken to arrive at a finaldestination is shorter when a first road is selected at a decision pointthan that when a second road is selected, a probability of selecting thefirst road may be calculated to be higher than a probability ofselecting the second road.

The horizon path data may include a main path and a sub-path. The mainpath may be understood as a trajectory obtained by connecting roadshaving a high relative probability of being selected. The sub-path maybe branched from at least one decision point on the main path. Thesub-path may be understood as a trajectory obtained by connecting atleast one road having a low relative probability of being selected atleast one decision point on the main path.

3) Control Signal Generation Operation

The processor 170 may perform a control signal generation operation. Theprocessor 170 may generate a control signal based on the electronichorizon data. For example, the processor 170 may generate at least oneof a powertrain control signal, a brake device control signal, or asteering device control signal based on the electronic horizon data.

The processor 170 may transmit the generated control signal to thedriving control device 250 through the interface 180. The drivingcontrol device 250 may transmit the control signal to at least one of apowertrain 251, a brake device 252, or a steering device 253.

2. Cabin

FIG. 5 is a diagram showing the interior of the vehicle according toembodiment(s).

FIG. 6 is a block diagram referred to in description of a cabin systemfor a vehicle according to embodiment(s).

Referring to FIGS. 5 and 6, a cabin system 300 for a vehicle(hereinafter, a cabin system) may be defined as a convenience system fora user who uses the vehicle 10. The cabin system 300 may be explained asa high-end system including a display system 350, a cargo system 355, aseat system 360, and a payment system 365. The cabin system 300 mayinclude a main controller 370, a memory 340, an interface 380, a powersupply 390, an input device 310, an imaging device 320, a communicationdevice 330, the display system 350, the cargo system 355, the seatsystem 360, and the payment system 365. According to embodiments, thecabin system 300 may further include components in addition to thecomponents described in this specification or may not include some ofthe components described in this specification.

1) Main Controller

The main controller 370 may be electrically connected to the inputdevice 310, the communication device 330, the display system 350, thecargo system 355, the seat system 360, and the payment system 365 andexchange signals with these components. The main controller 370 maycontrol the input device 310, the communication device 330, the displaysystem 350, the cargo system 355, the seat system 360, and the paymentsystem 365. The main controller 370 may be implemented using at leastone of application specific integrated circuits (ASICs), digital signalprocessors (DSPs), digital signal processing devices (DSPDs),programmable logic devices (PLDs), field programmable gate arrays(FPGAs), processors, controllers, microcontrollers, microprocessors, orelectronic units for executing other functions.

The main controller 370 may be configured as at least onesub-controller. The main controller 370 may include a plurality ofsub-controllers according to an embodiment. Each of the sub-controllersmay individually control grouped devices and systems included in thecabin system 300. The devices and systems included in the cabin system300 may be grouped by functions or grouped based on seats on which auser may sit.

The main controller 370 may include at least one processor 371. AlthoughFIG. 6 illustrates the main controller 370 including a single processor371, the main controller 371 may include a plurality of processors. Theprocessor 371 may be categorized as one of the above-describedsub-controllers.

The processor 371 may receive signals, information, or data from a userterminal through the communication device 330. The user terminal maytransmit signals, information, or data to the cabin system 300.

The processor 371 may identify a user based on image data received fromat least one of an internal camera or an external camera included in theimaging device. The processor 371 may identify a user by applying animage processing algorithm to the image data. For example, the processor371 may identify a user by comparing information received from the userterminal with the image data. For example, the information may includeat least one of route information, body information, fellow passengerinformation, baggage information, position information, preferredcontent information, preferred food information, disability information,or use history information of a user.

The main controller 370 may include an artificial intelligence (AI)agent 372. The AI agent 372 may perform machine learning based on dataacquired through the input device 310. The AI agent 371 may control atleast one of the display system 350, the cargo system 355, the seatsystem 360, or the payment system 365 based on machine learning results.

2) Essential Components

The memory 340 is electrically connected to the main controller 370. Thememory 340 may store basic data about units, control data for operationcontrol of units, and input/output data. The memory 340 may store dataprocessed in the main controller 370. Hardware-wise, the memory 340 maybe configured using at least one of a ROM, a RAM, an EPROM, a flashdrive, or a hard drive. The memory 340 may store various types of datafor the overall operation of the cabin system 300, such as a program forprocessing or control of the main controller 370. The memory 340 may beintegrated with the main controller 370.

The interface 380 may exchange signals with at least one electronicdevice included in the vehicle 10 by wire or wirelessly. The interface380 may be configured using at least one of a communication module, aterminal, a pin, a cable, a port, a circuit, an element, or a device.

The power supply 390 may provide power to the cabin system 300. Thepower supply 390 may be provided with power from a power source (e.g., abattery) included in the vehicle 10 and supply the power to each unit ofthe cabin system 300. The power supply 390 may operate according to acontrol signal supplied from the main controller 370. For example, thepower supply 390 may be implemented as a switched-mode power supply(SMPS).

The cabin system 300 may include at least one PCB. The main controller370, the memory 340, the interface 380, and the power supply 390 may bemounted on at least one PCB.

3) Input Device

The input device 310 may receive user input. The input device 310 mayconvert the user input into an electrical signal. The electrical signalconverted by the input device 310 may be converted into a control signaland provided to at least one of the display system 350, the cargo system355, the seat system 360, or the payment system 365. The main controller370 or at least one processor included in the cabin system 300 maygenerate a control signal based on the electrical signal received fromthe input device 310.

The input device 310 may include at least one of a touch input unit, agesture input unit, a mechanical input unit, or a voice input unit. Thetouch input unit may convert a user's touch input into an electricalsignal. The touch input unit may include at least one touch sensor fordetecting a user's touch input. According to an embodiment, the touchinput unit may realize a touchscreen through integration with at leastone display included in the display system 350. Such a touchscreen mayprovide both an input interface and an output interface between thecabin system 300 and a user. The gesture input unit may convert a user'sgesture input into an electrical signal. The gesture input unit mayinclude at least one of an infrared sensor or an image sensor to sense auser's gesture input. According to an embodiment, the gesture input unitmay detect a user's three-dimensional gesture input. To this end, thegesture input unit may include a plurality of light output units foroutputting infrared light or a plurality of image sensors. The gestureinput unit may detect a user's three-dimensional gesture input usingTOF, structured light, or disparity. The mechanical input unit mayconvert a user's physical input (e.g., press or rotation) through amechanical device into an electrical signal. The mechanical input unitmay include at least one of a button, a dome switch, a jog wheel, or ajog switch. Meanwhile, the gesture input unit and the mechanical inputunit may be integrated. For example, the input device 310 may include ajog dial device that includes a gesture sensor and is formed such thatit may be inserted into/ejected from a part of a surrounding structure(e.g., at least one of a seat, an armrest, or a door). When the jog dialdevice is parallel to the surrounding structure, the jog dial device mayserve as a gesture input unit. When the jog dial device is protrudedfrom the surrounding structure, the jog dial device may serve as amechanical input unit. The voice input unit may convert a user's voiceinput into an electrical signal. The voice input unit may include atleast one microphone. The voice input unit may include a beam formingmicrophone.

4) Imaging Device

The imaging device 320 may include at least one camera. The imagingdevice 320 may include at least one of an internal camera or an externalcamera. The internal camera may capture an image of the inside of thecabin. The external camera may capture an image of the outside of thevehicle. The internal camera may acquire an image of the inside of thecabin. The imaging device 320 may include at least one internal camera.It is desirable that the imaging device 320 include as many cameras asthe number of passengers who can be accommodated in the vehicle. Theimaging device 320 may provide an image acquired by the internal camera.The main controller 370 or at least one processor included in the cabinsystem 300 may detect a motion of a user based on an image acquired bythe internal camera, generate a signal based on the detected motion, andprovide the signal to at least one of the display system 350, the cargosystem 355, the seat system 360, or the payment system 365. The externalcamera may acquire an image of the outside of the vehicle. The imagingdevice 320 may include at least one external camera. It is desirablethat the imaging device 320 include as many cameras as the number ofdoors through which passengers can enter the vehicle. The imaging device320 may provide an image acquired by the external camera. The maincontroller 370 or at least one processor included in the cabin system300 may acquire user information based on the image acquired by theexternal camera. The main controller 370 or at least one processorincluded in the cabin system 300 may authenticate a user or acquire bodyinformation (e.g., height information, weight information, etc.) of auser, fellow passenger information of a user, and baggage information ofa user based on the user information.

5) Communication Device

The communication device 330 may wirelessly exchange signals withexternal devices. The communication device 330 may exchange signals withexternal devices through a network or directly exchange signals withexternal devices. External devices may include at least one of a server,a mobile terminal, or another vehicle. The communication device 330 mayexchange signals with at least one user terminal. The communicationdevice 330 may include an antenna and at least one of an RF circuit oran RF element which may implement at least one communication protocol inorder to perform communication. According to an embodiment, thecommunication device 330 may use a plurality of communication protocols.The communication device 330 may switch communication protocolsaccording to a distance to a mobile terminal.

For example, the communication device may exchange signals with externaldevices based on cellular V2X (C-V2X). For example, C-V2X may includeLTE based sidelink communication and/or NR based sidelink communication.Details related to C-V2X will be described later.

For example, the communication device may exchange signals with externaldevices based on dedicated short range communications (DSRC) or wirelessaccess in vehicular environment (WAVE) based on IEEE 802.11p PHY/MAClayer technology and IEEE 1609 network/transport layer technology. DSRC(or WAVE) is communication specification for providing an intelligenttransport system (ITS) service through short-range dedicatedcommunication between vehicle-mounted devices or between a roadsidedevice and a vehicle-mounted device. DSRC may be a communication schemethat may use a frequency of 5.9 GHz and have a data transfer rate in therange of 3 Mbps to 27 Mbps. IEEE 802.11p may be combined with IEEE 1609to support DSRC (or WAVE).

The communication device of embodiment(s) may exchange signals withexternal devices using only one of C-V2X and DSRC. Alternatively, thecommunication device of embodiment(s) may exchange signals with externaldevices using a hybrid of C-V2X and DSRC.

6) Display System

The display system 350 may display graphical objects. The display system350 may include at least one display device. For example, the displaysystem 350 may include a first display device 410 for common use and asecond display device 420 for individual use.

6.1) Display Device for Common Use

The first display device 410 may include at least one display 411 whichoutputs visual content. The display 411 included in the first displaydevice 410 may be realized by at least one of a flat panel display, acurved display, a rollable display, or a flexible display. For example,the first display device 410 may include a first display 411 which ispositioned behind a seat and formed to be inserted/ejected into/from thecabin, and a first mechanism for moving the first display 411. The firstdisplay 411 may be disposed so as to be inserted into/ejected from aslot formed in a seat main frame. According to an embodiment, the firstdisplay device 410 may further include a flexible area controlmechanism. The first display may be formed to be flexible and a flexiblearea of the first display may be controlled according to user position.For example, the first display device 410 may be disposed on the ceilinginside the cabin and include a second display formed to be rollable anda second mechanism for rolling or unrolling the second display. Thesecond display may be formed such that images may be displayed on bothsides thereof. For example, the first display device 410 may be disposedon the ceiling inside the cabin and include a third display formed to beflexible and a third mechanism for bending or unbending the thirddisplay. According to an embodiment, the display system 350 may furtherinclude at least one processor which provides a control signal to atleast one of the first display device 410 or the second display device420. The processor included in the display system 350 may generate acontrol signal based on a signal received from at least one of the maincontroller 370, the input device 310, the imaging device 320, or thecommunication device 330.

A display area of a display included in the first display device 410 maybe divided into a first area 411 a and a second area 411 b. The firstarea 411 a may be defined as a content display area. For example, thefirst area 411 may display at least one of graphical objectscorresponding to entertainment content (e.g., movies, sports, shopping,music, etc.), video conferences, food menus, or augmented realityscreens. The first area 411 a may display graphical objectscorresponding to traveling situation information of the vehicle 10. Thetraveling situation information may include at least one of objectinformation outside the vehicle, navigation information, or vehiclestate information. The object information outside the vehicle mayinclude information about presence or absence of an object, positionalinformation of the object, information about a distance between thevehicle and the object, and information about a relative speed of thevehicle with respect to the object. The navigation information mayinclude at least one of map information, information about a setdestination, route information according to setting of the destination,information about various objects on a route, lane information, orinformation about the current position of the vehicle. The vehicle stateinformation may include vehicle attitude information, vehicle speedinformation, vehicle tilt information, vehicle weight information,vehicle orientation information, vehicle battery information, vehiclefuel information, vehicle tire pressure information, vehicle steeringinformation, vehicle indoor temperature information, vehicle indoorhumidity information, pedal position information, vehicle enginetemperature information, etc. The second area 411 b may be defined as auser interface area. For example, the second area 411 b may display anAI agent screen. The second area 411 b may be located in an area definedby a seat frame according to an embodiment. In this case, a user mayview content displayed in the second area 411 b between seats. The firstdisplay device 410 may provide hologram content according to anembodiment. For example, the first display device 410 may providehologram content for each of a plurality of users such that only a userwho requests the content may view the content.

6.2) Display Device for Individual Use

The second display device 420 may include at least one display 421. Thesecond display device 420 may provide the display 421 at a position atwhich only an individual passenger may view display content. Forexample, the display 421 may be disposed on an armrest of a seat. Thesecond display device 420 may display graphic objects corresponding topersonal information of a user. The second display device 420 mayinclude as many displays 421 as the number of passengers who may ride inthe vehicle. The second display device 420 may realize a touchscreen byforming a layered structure along with a touch sensor or beingintegrated with the touch sensor. The second display device 420 maydisplay graphical objects for receiving user input for seat adjustmentor indoor temperature adjustment.

7) Cargo System

The cargo system 355 may provide items to a user at the request of theuser. The cargo system 355 may operate based on an electrical signalgenerated by the input device 310 or the communication device 330. Thecargo system 355 may include a cargo box. The cargo box may be hidden,with items being loaded in a part under a seat. When an electricalsignal based on user input is received, the cargo box may be exposed tothe cabin. The user may select a necessary item from articles loaded inthe cargo box. The cargo system 355 may include a sliding movingmechanism and an item pop-up mechanism in order to expose the cargo boxaccording to user input. The cargo system 355 may include a plurality ofcargo boxes in order to provide various types of items. A weight sensorfor determining whether each item is provided may be embedded in thecargo box.

8) Seat System

The seat system 360 may provide a user customized seat to a user. Theseat system 360 may operate based on an electrical signal generated bythe input device 310 or the communication device 330. The seat system360 may adjust at least one element of a seat based on acquired userbody data. The seat system 360 may include a user detection sensor(e.g., a pressure sensor) for determining whether a user sits on a seat.The seat system 360 may include a plurality of seats on which aplurality of users may sit. One of the plurality of seats may bedisposed to face at least one other seat. At least two users may setfacing each other inside the cabin.

9) Payment System

The payment system 365 may provide a payment service to a user. Thepayment system 365 may operate based on an electrical signal generatedby the input device 310 or the communication device 330. The paymentsystem 365 may calculate a price for at least one service used by theuser and request the user to pay the calculated price.

3. Vehicular Communications for ITS

Overview

An intelligent transport system (ITS) based on vehicle-to-everything(V2X) communication (vehicle communication) is mainly composed of anaccess layer, a network & transport layer, a facilities layer, anapplication layer, a security entity, a management entity, and so on.

Vehicle communication may be applied to various scenarios such asvehicle-to-vehicle (V2V) communication, vehicle-to-BS (V2N or N2V)communication, vehicle-to-road side unit (RSU) (V2I or I2V)communication, RSU-to-RSU (I2I) communication, vehicle-to-pedestrian(V2P or P2V) communication, RSU-to-pedestrian (I2P or P2I)communication,and so on. A vehicle, a base station (BS), an RSU, a pedestrian, etc.,which are subjects of vehicle communication, are referred to as an ITSstation.

Architecture

FIG. 7 illustrates an ITS station reference architecture defined in ISO21217/EN 302 665. The ITS station reference architecture is composed ofthe access layer, network & transport layer, facilities layer, entitiesfor security and management, and application layer, which is located atthe top. The ITS station reference architecture follows a layered OSImodel.

The features of the ITS station reference architecture will be describedbased on the OSI model of FIG. 7. The access layer of the ITS stationcorresponds to OSI layer 1 (physical layer) and OSI layer 2 (data linklayer). The network & transport layer of the ITS station corresponds toOSI layer 3 (network layer) and OSI layer 4 (transport layer). Thefacilities layer of the ITS station corresponds to OSI layer 5 (sessionlayer), OSI layer 6 (presentation layer), and OSI layer 7 (applicationlayer).

The application layer located at the top of the ITS station performs afunction of actually implementing and supporting a use case, and theapplication layer may be selectively used depending on use cases. Themanagement entity manages all layers including communication andoperation of the ITS station. The security entity provides securityservices for all layers. Each layer of the ITS station exchanges data tobe transmitted or received through vehicle communication and additionalinformation for various purposes via interfaces therebetween. Variousinterfaces are abbreviated as follows.

MA: Interface between management entity and application layer

MF: Interface between management entity and facilities layer

MN: Interface between management entity and networking & transport layer

MI: Interface between management entity and access layer

FA: Interface between facilities layer and ITS-S applications

NF: Interface between networking & transport layer and facilities layer

IN: Interface between access layer and networking & transport layer

SA: Interface between security entity and ITS-S applications

SF: Interface between security entity and facilities layer

SN: Interface between security entity and networking & transport layer

SI: Interface between security entity and access layer

FIG. 8 illustrates an exemplary ITS station structure capable of beingdesigned and applied based on the ITS station reference architectureshown in FIG. 7. The main concept of the structure of FIG. 7 is to alloweach layer having a specific function to distribute and performcommunication processing between two ends: vehicles/users configured ina communication network. That is, when a vehicle-to-vehicle message isgenerated, a vehicle and ITS system (or another ITS-relatedterminal/system) may transfer data through each layer down one layer ata time, and a vehicle or ITS system (or another ITS-relatedterminal/system) receiving the message may transfer data up one layer ata time when the message arrives.

The ITS based on vehicle and network communication is systematicallydesigned in consideration of various access technologies, networkprotocols, communication interfaces, and so on to support various usecases. The roles and functions of each layer described below may varyaccording to circumstances. Hereinafter, the main functions of eachlayer will be briefly described.

Application Layer

The application layer actually implements and supports various usecases. For example, the application layer provides safety and trafficinformation and other entertainment information.

FIG. 9 illustrates an exemplary structure of the application layer. Toprovide services, the application layer provides controls the ITSstation to which the application belongs in various ways or transfersservice messages to end vehicles/users/infrastructure through vehiclecommunication via lower layers: access layer, network & transport layer,and facilities layer. In this case, the ITS application may supportvarious use cases, and these use cases may be grouped into otherapplications such as road safety, traffic efficiency, local services,and infotainment. The application classifications and use cases of FIG.9 may be updated when a new application scenario is defined. In FIG. 9,the layer management serves to manage and service information related tooperation and security of the application layer, and related informationis transferred and shared in two ways through MA (i.e., interfacebetween management entity and application layer) and SA (i.e., interfacebetween security entity and ITS-S applications) (or service access point(SAP) (e.g., MA-SAP, SA-SAP, etc.)). A request from the applicationlayer to the facilities layer or a service message and relatedinformation from the facilities layer to the application layer may betransferred through FA (interface between facilities layer and ITS-Sapplications or FA-SAP).

Facilities Layer

The facilities layer supports to effectively implement various use casesdefined in the upper application layer. For example, the facilitieslayer performs application support, information support, and/orsession/communication support.

FIG. 10 illustrates an exemplary structure of the facilities layer. Thefacilities layer basically supports the functions of the upper threelayers of the OSI model, for example, the session layer, presentationlayer, and application layer. Specifically, as shown in FIG. 10, thefacilities layer provides the following facilities for the ITS:application support, information support, session/communication support,etc. Here, the facilities mean components that provide functionality,information, and data.

[Application support facilities]: The application support facilities arefacilities that support the operations of the ITS application (e.g., ITSmessage generation, transmission/reception with lower layers, andmanagement thereof). Examples thereof include a cooperative awareness(CA) basic service, a decentralized environmental notification (DEN)basic service, and the like. In the future, facilities entities andrelated messages may be additionally defined for new services such ascooperative adaptive cruise control (CACC), platooning, a vulnerableroadside user (VRU), a collective perception service (CPS), etc.

[Information support facilities]: The information support facilities arefacilities that provide common data information or databases used forvarious ITS applications. Examples thereof include a local dynamic map(LDM), etc.

[Session/communication support facilities]: The session/communicationsupport facilities are facilities that provide services forcommunications and session management. Examples thereof includeaddressing mode, session support, etc.

The facilities may be divided into common facilities and domainfacilities as shown in FIG. 10.

[Common facilities]: The common facilities are facilities that providecommon services or functions required for various ITS applications andITS station operations. Examples thereof include time management,position management, services management, etc.

[Domain facilities]: The domain facilities are facilities that providespecial services or functions required only for some (one or more) ITSapplications. Examples thereof include a DEN basic service for roadhazard warning (RHW) applications. The domain facilities are optionalfunctions. That is, the domain facilities are not used unless supportedby the ITS station.

In FIG. 10, the layer management serves to manage and serviceinformation related to operation and security of the facilities layer,and related information is transferred and shared in two ways through MF(i.e., interface between management entity and facilities layer) and SF(i.e., interface between security entity and facilities layer) (orMF-SAP, SF-SAP, etc.). A request from the application layer to thefacilities layer or a service message and related information from thefacilities layer to the application layer may be transferred through FA(or FA-SAP). A service message and related information between thefacilities layer and lower networking & transport layer may betransferred bidirectionally through NF (i.e., interface betweennetworking & transport layer and facilities layer) (or NF-SAP).

Network & Transport Layer

The network & transport layer configures a network for vehiclecommunication between homogenous or heterogeneous networks by supportingvarious transport protocols and network protocols. For example, thenetwork & transport layer may provide Internet access, routing, and avehicle network based on Internet protocols such as TCP/UDP+IPv6.Specifically, the vehicle network may be formed based on a basictransport protocol (BTP) and a GeoNetworking-based protocol. In thiscase, networking based on geographic location information may also besupported. A vehicle network layer may be designed or configured in anaccess layer technology dependent manner On the other hand, the vehiclenetwork may be designed or configured in an access layer technologyindependent manner, i.e., in an access layer technology agnostic manner.

FIG. 11 illustrates the functions of the European ITS network &transport layer. Basically, the functions of the ITS network & transportlayer are similar to or identical to those of the OSI 3 layer (networklayer) and OSI 4 layer (transport layer). Hereinafter, the features ofthe functions of the ITS network & transport layer will be described.

[Transport layer]: The transport layer is a connection layer thattransfers a service message and related information provided from upperlayers (session layer, presentation layer, application layer, etc.) andlower layers (network layer, data link layer, physical layer, etc.). Thetransport layer controls data transmitted by the application of atransmitting ITS station to arrive at the application of a destinationITS station. For example, transport protocols considered in the EuropeanITS include not only a TCP, a UDP, etc. which are currently used asInternet protocols as shown in FIG. 11 but also transport protocols onlyfor the ITS such as a BTS.

[Network layer]: The network layer determines the logical address andpacket transfer method/path of a destination and adds information suchas the logical address and transfer path/method to a packet providedfrom the transport layer to the header of the network layer. As anexample of the packet transfer method, unicast, broadcast, multicast,etc. may be considered between ITS stations. Various networkingprotocols may be considered for the ITS such as GeoNetworking, IPv6networking with mobility support, and IPv6 over GeoNetworking. Inaddition to simple packet transmission, the GeoNetworking protocol maybe applied to various transfer routes or ranges such as forwarding basedon location information about stations including vehicles or forwardingbased on the number of forwarding hops.

In FIG. 11, the layer management serves to manage and serviceinformation related to operation and security of the network & transportlayer, and related information is transferred and shared in two waysthrough MN (i.e., interface between management entity and networking &transport layer) (or MN-SAP) and SN (i.e., interface between securityentity and networking & transport layer) (or SN-SAP). A service messageand related information between the facilities layer and networking &transport layer may be transferred bidirectionally through NF (orNF-SAP). A service message and related information between thenetworking & transport layer and access layer may be exchanged throughIN (interface between access layer and networking & transport layer) (orIN-SAP).

The North American ITS network & transport layer supports IPv6 andTCP/UDP to support IP data as in Europe. A wireless access for vehicularenvironments (WAVE) short message protocol (WSMP) is defined as aprotocol only for the ITS.

FIG. 12 illustrates the structure of a WAVE short message (WSM) packetgenerated according to the WSMP. The WSM packet is composed of a WSMPheader and WSM data for transmitting a message, and the WSMP headerconsists of a version, a PSID, a WSMP header extension field, a WSM WAVEelement ID, and a length.

The version is defined by a 4-bit WsmpVersion field indicating theactual WSMP version and a 4-bit reserved field.

The PSID is a provider service identifier, which is allocated by upperlayers depending on applications, and assists the receiver indetermining an appropriate upper layer.

The Extension fields are fields for extending the WSMP header, andinformation such as a channel number, a data rate, and used transmitpower is inserted thereinto.

The WSMP WAVE element ID specifies the type of WSM to be transmitted.

The Length specifies the length of WSM data to be transmitted through a12-bit WSMLength field in octets, and the remaining 4 bits are reserved.

A logical link control (LLC) header allows to transmit IP data and WSMPdata separately, which are identified by the Ethertype of SNAP. Thestructures of LLC and SNAP headers are defined in IEEE 802.2. When IPdata is transmitted, the Ethertype is set to 0x86DD to configure the LLCheader. When WSMP data is transmitted, the Ethertype is set to 0x88DC toconfigure the LLC header. When the receiver checks that the Ethertype is0x86DD, the receiver uploads a packet on an IP data path. If theEthertype is 0x88DC, the receiver uploads a packet on a WSMP path.

Access Layer

The access layer transfers messages or data received from upper layersover physical channels. As access layer technologies, the followingtechnologies may be applied: an ITS-G5 vehicle communication technologybased on IEEE 802.11p, a satellite/broadband wireless mobilecommunication technology, a wireless cellular communication technologyincluding 2G/3G/4G (LTE)/5G, a cellular-V2X communication technologysuch as LTE-V2X and NR-V2X, a broadband terrestrial digital broadcastingtechnology such as DVB-T/T2/ATSC3.0, a GPS technology, and so on.

FIG. 13 illustrates the configuration of an ITS access layer commonlyapplied to IEEE 802.11p, cellular-V2X (LTE-V2X, NR-V2X, etc.), etc. Thefunctions of the ITS access layer are similar or equal to those of OSI 1layer (physical layer) and OSI 2 layer (data link layer) and have thefollowing characteristics.

Data Link Layer

The data link layer converts a physical line between adjacent nodes (orbetween vehicles) with noise into a communication channel with notransmission errors to allow upper network layers to use thecommunication channel. The data link layer performs the followingfunctions: a function that transmits/carries/forwards a 3 layerprotocol; a framing function that groups data to be transmitted bydividing the data into packets (or frames) as a transmission unit; aflow control function that compensates for the speed difference betweenthe transmitter and receiver; and a function that detects and corrects atransmission error or detects a transmission error based on a timer andan ACK signal at the transmitter according to an automatic repeatrequest (ARQ) method and retransmits packets which are not correctlyreceived (because it is expected that errors and noise randomly occurdue to the characteristics of a physical transmission medium). Inaddition, the data link layer also performs the following functions: afunction that assigns a sequence number (serial number) to a packet andan ACK signal to avoid confusing the packet and the ACK signal; and afunction that controls the establishment, maintenance, and release of adata link between network entities and data transmission therebetween.The data link layer of FIG. 13 may be composed of the followingsub-layers: logical link control (LLC), radio resource control (RRC),packet data convergence protocol (PDCP), radio link control (RLC),medium access control (MAC), multi-channel (MCO). Hereinafter, the mainfunctions of the above sub-layers will be described.

LLC sub-layer: The LLC sub-layer allows to use several different lowerMAC sub-layer protocols, thereby enabling communication regardless ofthe topology of the network.

RRC sub-layer: The RRC sub-layer performs the following functions:broadcasting of cell system information necessary for all userequipments (UEs) in a cell; control of paging message transmission;management (setup/maintenance/release) of an RRC connection between a UEand a E-UTRAN; mobility management (handover); UE context transferbetween eNodeBs during a handover; UE measurement reporting and controlthereof; UE capability management; temporary assignment of a cell ID toa UE; security management including key management; and RRC messageencryption.

PDCP sub-layer: The PDCP sub-layer performs the following functions:compression of an IP packet header according to a compression methodsuch as robust header compression (ROHC); encryption of control messagesand user data (ciphering); data integrity; and data loss preventionduring a handover.

RLC sub-layer: The RLC sub-layer performs the following functions: datatransmission by adjusting the size of a packet from the upper PDCP layerto be allowed for the MAC layer through packetsegmentation/concatenation; improvement of data transmission reliabilityby managing transmission errors and retransmission; checking of theorder of received data; rearrangement; and redundancy check.

MAC sub-layer: The MAC sub-layer performs the following functions: afunction that controls the occurrence of collision/contention betweennodes and matches a packet transmitted from an upper layer to a physicallayer frame format in order to allow to multiple nodes to share amedium; assignment and identification of transmitter/receiver addresses;carrier detection; collision detection; and detection of obstacles on aphysical medium.

MCO sub-layer: The MCO sub-layer uses a plurality of frequency channelsto effectively provide various services. The main function of the MCOsub-layer is to effectively distribute traffic load in a specificfrequency channel to other channels, thereby minimizingcollision/contention of communication information between vehicles oneach frequency channel

Physical Layer

The physical layer is the lowest layer in the ITS layer structure. Thephysical layer performs the following functions: definition of aninterface between a node and a transmission medium; modulation, coding,and mapping of a transport channel to a physical channel for bittransfer between data link layer entities; notifying the MAC sublayerwhether a wireless medium is in use (busy or idle) through carriersensing, clear channel assessment (CCA), etc.

Main Features of IEEE 802.11p MAC Sub-Layer/PHY Layer

FIG. 14 illustrates the structure of main features of a MAC sub-layerand a PHY layer of IEEE 802.11p. The structure of FIG. 14 includeschannel coordination in which channel access is defined; channel routingthat defines an operation process for a management frame and overalldata between PHY-MAC layer; enhanced dedicated channel access (EDCA)that determines and defines priorities of transmission frames; and databuffers (or queues) that store a frame received from an upper layer.Hereinafter, each part will be described.

Channel coordination: The channel coordination is divided into a controlchannel (CCH) and a service channel (SCH) so that channel access may bedefined.

Data buffers (queues): The data buffers store frames input from upperlayers based on defined access categories (ACs). As shown in FIG. 14,each AC has its own data buffer.

Channel routing: The channel routing transfers data input from an upperlayer to the data buffer (queue). In addition, the channel routing callstransmission operation parameters such as channel coordination, channelnumber for frame transmission, transmit power, and data rate in responseto a transmission request from the upper layer.

EDCA: FIG. 15 illustrates an EDCA operation structure. The EDCA is acontention based medium access approach in which traffic is categorizedinto fours 4 ACs according to the types of traffic, a different priorityis given to each category, and a different parameter is allocated foreach AC so that more transmission opportunities are given tohigh-priority traffic in order to guarantee QoS in the conventional IEEE802.11e MAC layer. To transmit data including a priority, the EDCAassigns 8 priorities from 0 to 7, maps data arriving at the MAC layer tofour ACs according to priorities. Every AC has its own transmissionqueue and AC parameter, and the difference between the priorities of ACsis determined based on different AC parameter values. If there occurs acollision between stations during frame transmission, a new backoffcounter is created. As shown in FIG. 15, four transmission queues per ACdefined in IEEE 802.11e MAC compete with each other to access a wirelessmedium within one station. Since each AC has an independent backoffcounter, a virtual collision may occur. If two or more ACs completebackoff at the same time, data is first transmitted to the AC with thehighest priority, and the other ACs update their backoff counters againby increasing CW values. Such a contention resolution procedure iscalled a virtual contention handling procedure. The EDCA also allowsaccess to a channel for data transmission through a transmissionopportunity (TXOP). If one frame is too long so that the frame isincapable of being transmitted during one TXOP, it may be divided intosmall frames and then transmitted.

FIG. 16 illustrates a transmitter structure of a physical layer.Specifically, FIG. 16 shows a signal processing block diagram of aphysical layer on the assumption of IEEE 802.11p orthogonal frequencydivision multiplexing (OFDM). The physical layer may include a PLCPsub-layer baseband signal processing part composed of scrambling,forward error correction (FEC), an interleaver, a mapper, pilotinsertion, an inverse fast Fourier transform (IFFT), guard insertion,preamble insertion, etc. and a PMD sub-layer RF band signal processingpart composed of wave shaping (including In-phase/quadrature-phasemodulation), a digital analog converter (DAC), etc. Each block will bedescribed below.

The scrambler block perform randomization by XOR of an input bit streamwith a pseudo random binary sequence (PRBS). The block may be omitted orreplaced by another block having a similar or identical function.

In a forward error coding (FEC) process, redundancy is added to thescrambler output bit stream so that the receiver is allowed to correcterrors on a transport channel. The block may be omitted or replaced byanother block having a similar or identical function.

The (bit) interleaver block interleaves an input bit stream according tointerleaving rules to be robust against burst errors, which may occur ona transport channel. When deep fading or erasure is applied to QAMsymbols, interleaved bits are mapped to each QAM symbol. Thus, it ispossible to prevent an error from occurring in consecutive bits amongall codeword bits. The block may be omitted or replaced by another blockhaving a similar or identical function.

The constellation mapper block allocates an input bit word to oneconstellation. The block may be omitted or replaced by another blockhaving a similar or identical function.

The pilot insertion block inserts reference signals at predeterminedpositions for each signal block. The pilot insertion block is used toallow the receiver to estimate channels and channel distortions such asa frequency offset and a timing offset. The block may be omitted orreplaced by another block having a similar or identical function.

The inverse waveform transform block transforms and outputs an inputsignal in such a way that transmission efficiency and flexibility areimproved in consideration of the characteristics of a transport channeland the system structure. In an embodiment, a method of converting afrequency-domain signal into a time-domain signal based on inverse FFToperation may be used in OFDM systems. The inverse waveform transformblock may not be used in single carrier systems. The block may beomitted or replaced by another block having a similar or identicalfunction.

The guard sequence insertion block provides a guard interval betweenadjacent signal blocks to minimize the effect of delay spread of atransport channel and, if necessary, inserts a specific sequence tofacilitate synchronization or channel estimation of the receiver. In anembodiment, a method of inserting a cyclic prefix into the guardinterval of an OFDM symbol may be used in OFDM systems. The block may beomitted or replaced by another block having a similar or identicalfunction.

The preamble insertion block inserts a known type of signal determinedbetween the transmitter and receiver into a transmission signal so thatthe receiver is capable of detecting a target system signal quickly andefficiently. In an embodiment, a method of defining a transmission framecomposed of several OFDM symbols and inserting a preamble symbol at thebeginning of each transmission frame may be used in OFDM systems. Theblock may be omitted or replaced by another block having a similar oridentical function.

The waveform processing block performs waveform processing on an inputbaseband signal to match the transmission characteristics of a channelIn an embodiment, a method of performing square-root-raised cosine(SRRC) filtering to obtain out-of-band emission standards of atransmission signal may be used. The waveform processing block may notbe used in multi-carrier systems. The block may be omitted or replacedby another block having a similar or identical function.

Finally, the DAC block converts an input digital signal into an analogsignal and then outputs the analog signal. The DAC output signal istransmitted to an output antenna (in this embodiment). The block may beomitted or replaced by another block having a similar or identicalfunction.

Main Features of LTE-V2X PHY/MAC Layer

Hereinafter, details of device-to-device (D2D) communication, which isthe major feature of cellular-V2X (LTE-V2X or NR-V2X) communication,will be described.

FIG. 17 illustrates a data flow between MAC and PHY layers incellular-V2X.

In FIG. 17, “H” denotes a header and a sub-header. A radio bearer is apath between a UE and a BS used when user data or signaling passesthrough a network. In other words, the radio bearer is a pipe thatcarries user data or signaling between the UE and BS. Radio bearers areclassified into data radio bearers (DRBs) for user plane data andsignaling radio bearers (SRBs) for control plane data. For example, SRBsare used to transmit only RRC and NAS messages, and DRBs are used tocarry user data.

When the UE is the transmitter, packets including user data generated bythe application(s) of the UE are provided to layer 2 (i.e., L2) of theNR. The UE may be an MTC device, an M2M device, a D2D device, an IoTdevice, a vehicle, a robot, or an AI module. In implementations of thepresent disclosure, a packet including data generated by the applicationof the UE may be an Internet protocol (IP) packet, an address resolutionprotocol (ARP) packet(s), or a non-IP packet.

Layer 2 of the NR may be divided into the following sublayers: MAC; RLC;PDCP and service data adaptation protocol (SDAP). The SDAP, which is aprotocol layer not existing in the LTE system, provides QoS flows toNGC. For example, the SDAP supports mapping between QoS flows and dataradio bearers. In the LTE system, an IP PDU including an IP packet maybe a PDCP SDU in the PDCP layer. In implementations of the presentdisclosure, the PDCP may support efficient transport of IP, ARP, and/ornon-IP packets to/from a wireless link. The RLC generates an RLC PDU andprovides the RLC PDU to the MAC. The MAC layer is located between theRLC layer and the physical layer (PHY layer), which is layer 1 (i.e.,L1). The MAC layer is connected to the RLC layer through logicalchannels and connected to the PHY layer through transport channels. TheMAC generates a MAC PDU and provides the MAC PDU to the PHY, and the MACPDU corresponds to a transport block in the PHY layer. The transportblock is transmitted over a physical channel during the signalprocessing process.

In the receiver, a transport block obtained by performing signalprocessing on data received over a physical channel is transferred fromthe PHY layer to layer 2. The receiver may be the UE or BS. Thetransport block is a MAC PDU in the MAC layer of layer 2. The MAC PDU isprovided to the application layer through layer 2 based on an IP, ARP ornon-IP protocol.

The radio protocol stack of the 3GPP system is largely divided into aprotocol stack for a user plane and a protocol stack for a controlplane. The user plane, also called the data plane, is used to carry usertraffic (i.e., user data). The user plane handles user data such asvoice and data. In contrast, the control plane handles control signalingrather than user data between UEs or between a UE and a network node. Inthe LTE system, the protocol stack for the user plane includes PDCP,RLC, MAC and PHY, and in the NR system, the protocol stack for the userplane includes SDAP, PDCP, RLC, MAC and PHY. In the LTE and NR systems,the protocol stack for the control plane includes PDCP, RLC and MACterminated at the BS in the network. In addition, the protocol stack forthe control plane includes RRC, which is a higher layer of the PDCP, anda non-access stratum (NAS) control protocol, which is a higher layer ofthe RRC. The NAS protocol is terminated by an access and mobilitymanagement function (AMF) of the core network in the network andperforms mobility management and bearer management. The RRC supportstransfer of NAS signaling and performs efficient management of radioresources and functions required therefor. For example, the RRC supportsthe following functions: broadcasting of system information;establishment, maintenance, and release of an RRC connection between theUE and BS; establishment, establishment, maintenance, and release ofradio bearers; UE measurement reporting and control of reporting;detection and recovery of radio link failure; NAS message transferto/from the NAS of the UE.

In the present disclosure, RRC messages/signaling by or from the BS maymean RRC messages/signaling transmitted from the RRC layer of the BS tothe RRC layer of the UE. The UE is configured with or operates based onan information element (IE) that is parameter(s) or a set ofparameter(s) included in the RRC messages/signaling from the BS.

FIG. 18 illustrates an example of processing for uplink transmission.

Each block illustrated in FIG. 18 may be implemented in each module in aphysical layer block of a transmitter. Specifically, the uplink signalprocessing of FIG. 18 may be performed by the processor of the UE/BSdescribed in the present disclosure. Referring to FIG. 18, uplinkphysical channel processing includes scrambling, modulation mapping,layer mapping, transform precoding, precoding, and resource elementmapping, and SC-FDMA signal generation. Each of the above processes maybe performed separately or together in each module of the transmitter.The transform precoding spreads UL data in a special way that reducesthe peak-to-average power ratio (PAPR) of a waveform and is a kind ofdiscrete Fourier transform (DFT). OFDM using a CP with transformprecoding that performs DFT spreading is called DFT-s-OFDM, and OFDMusing a CP without DFT spreading is called CP-OFDM. When uplink (UL) isenabled in the NR system, transform precoding may be optionally applied.That is, the NR system supports two options for UL waveforms, one ofwhich is CP-OFDM and the other is DFT-s-OFDM. The BS informs the UEwhether the UE needs to use CP-OFDM or DFT-s-OFDM as a UL transmissionwaveform by RRC parameters. FIG. 18 is a conceptual diagram illustratingUL physical channel processing for DFT-s-OFDM, and in the case ofCP-OFDM, the transform precoding among the processes of FIG. 18 isomitted.

Each of the above processes will be described in detail. For onecodeword, the transmitter may scramble coded bits in the codeword by ascrambling module and then transmit the scrambled coded bits on aphysical channel The codeword is obtained by encoding a transport block.The scrambled bits are modulated into a complex-valued modulation symbolby a modulation mapping module. The modulation mapping module maymodulate the scrambled bits according to a predetermined modulationscheme and arrange the scrambled bits as the complex-valued modulationsymbol representing positions on a signal constellation. Pi/2-binaryphase shift keying (pi/2-BPSK), m-phase shift keying (m-PSK), orm-quadrature amplitude modulation (m-QAM) may be used to modulate theencoded data. The complex-valued modulation symbol may be mapped to oneor more transport layers by a layer mapping module. The complex-valuedmodulation symbol on each layer may be precoded by a precoding modulefor transmission on an antenna port. When transform precoding isenabled, the precoding module may perform precoding after performingtransform precoding on the complex-valued modulation symbol asillustrated in FIG. 18. The precoding module may process complex-valuedmodulation symbols in MIMO according to multiple transmission antennasto output antenna-specific symbols and distribute the antenna-specificsymbols to a resource element mapping module. An output z of theprecoding module may be obtained by multiplying an output y of the layermapping module by a precoding matrix W of N×M. where N is the number ofantenna ports, and M is the number of layers. The resource elementmapping module maps the complex-valued modulation symbols for eachantenna port to appropriate resource elements in a resource blockallocated for transmission. The resource element mapping module may mapthe complex-valued modulation symbols to appropriate subcarriers andperform multiplexing according to users. An SC-FDMA signal generationmodule (or a CP-OFDM signal generation module when transform precodingis disabled) modulates the complex-valued modulation symbols accordingto a specific modulation scheme, for example, an OFDM scheme in order togenerate a complex-valued time domain OFDM symbol signal. The signalgeneration module may perform the IFFT on the antenna-specific symbols,and a CP may be inserted into the time-domain symbols on which the IFFTis performed. After applying digital-to-analog conversion and frequencyupconversion to the OFDM symbols, the OFDM symbols are transmitted tothe receiver on each transmission antenna. The signal generation modulemay include an IFFT module, a CP inserter, a digital-to-analog converter(DAC), a frequency upconverter, and so on.

4. C-V2X

A wireless communication system is a multiple access system thatsupports communication with multiple users by sharing available systemresources (e.g., bandwidth, transmission power, etc.). Examples of themultiple access system include a code division multiple access (CDMA)system, a frequency division multiple access (FDMA) system, a timedivision multiple access (TDMA) system, an orthogonal frequency divisionmultiple access (OFDMA) system, a single-carrier frequency divisionmultiple access (SC-FDMA) system, and a multi-carrier frequency divisionmultiple access (MC-FDMA) system.

Sidelink (SL) refers to a communication scheme in which UEs establish adirect link therebetween and then directly exchange voice or datawithout intervention of a BS. The SL is considered as one method forsolving the burden of the BS caused by a rapid increase in data traffic.

V2X is a communication technology in which a vehicle exchangesinformation with other vehicles, pedestrians, and infrastructure bywired/wireless communication. V2X may be categorized into four types:vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I),vehicle-to-network (V2N), and vehicle-to-pedestrian (V2P). V2Xcommunication may be provided via a PC5 interface and/or a Uu interface.

As many communication devices demand greater communication capacity,there is a need for mobile broadband communication enhanced over thecurrent radio access technology (RAT). Accordingly, a communicationsystem is being discussed in consideration of services or UEs sensitiveto reliability and latency. A next-generation radio access technology inconsideration of enhanced mobile broadband communication, massive MTC,and ultra-reliable and low-latency communication (URLLC) may be referredto as a new RAT or new radio (NR). The V2X communication may also besupported in the NR.

The following technologies may be applied to various wirelesscommunication systems including the CDMA system, FDMA system, TDMAsystem, OFDMA system, SC-FDMA system, etc. CDMA may be implemented witha radio technology such as universal terrestrial radio access (UTRA) orCDMA2000. TDMA may be implemented with a radio technology such as globalsystem for mobile communications (GSM), general packet radio service(GPRS), enhanced data rates for GSM evolution (EDGE), and so on. 01-DMAmay be implemented with a wireless technology such as Institute ofElectrical and Electronics Engineers (IEEE) 802.11 (Wi-Fi), IEEE 802.16(WiMAX), IEEE 802-20, and evolved UTRA (E-UTRA). IEEE 802.16m is anevolution of IEEE 802.16e and provides backward compatibility withsystems based on IEEE 802.16e. UTRA is a part of the universal mobiletelecommunications system (UMTS). 3rd generation partnership project(3GPP) LTE is a part of evolved UMTS (E-UMTS) that uses evolved-UMTSterrestrial radio access (E-UTRA). In 3GPP LTE, OFDMA is adopted for DL,and SC-FDMA is adopted for UL. LTE-A (advanced) is an evolution of 3GPPLTE.

5G NR is a technology beyond LTE-A. Specifically, 5G NR is a new cleanslate type of mobile communication system with the followingcharacteristics: high performance, low latency, and high availability.5G NR may utilize all available spectrum resources including lowfrequency bands below 1 GHz, intermediate frequency bands from 1 GHz to10 GHz, and high frequency (millimeter wave) bands above 24 GHz.

For clarity of description, the present disclosure will be mainlydescribed based on LTE-A or 5G NR, but the technical idea of examples orimplementation examples of the present disclosure is not limitedthereto.

FIG. 19 illustrates the structure of an LTE system to whichembodiment(s) are applicable. This system may be referred to as anevolved-UMTS terrestrial radio access network (E-UTRAN) or long-termevolution (LTE)/LTE-advanced (LTE-A) system.

Referring to FIG. 19, the E-UTRAN includes a base station 20 thatprovides a control plane and a user plan to a user equipment (UE) 10.The UE 10 may be fixed or mobile. The UE 10 may be referred to byanother term, such as a mobile station (MS), a user terminal (UT), asubscriber station (SS), a mobile terminal (MT), a wireless device, etc.The BS 20 refers to a fixed station that communicates with the UE 10.The BS 20 may be referred to by another term, such as an evolved-NodeB(eNB), a base transceiver system (BTS), an access point, etc.

BSs 20 may be connected to each other through an X2 interface. The BS 20is connected to an evolved packet core (EPC) 30 through an Si interface,more specifically, to a mobility management entity (MME) through S1-MMEand to a serving gateway (S-GW) through S1-U.

The EPC 30 includes the MME, the S-GW, and a packet data network (PDN)gateway (P-GW). The MME has access information of the UE or capabilityinformation of the UE, and such information is generally used formobility management of the UE. The S-GW is a gateway having the E-UTRANas an end point. The P-GW is a gateway having the PDN as an end point.

Layers of a radio interface protocol between the UE and the network maybe classified into a first layer (L1), a second layer (L2), and a thirdlayer (L3) based on the lower three layers of the open systeminterconnection (OSI) reference model that is well-known in acommunication system. Thereamong, a physical layer belonging to thefirst layer provides an information transfer service using a physicalchannel, and a radio resource control (RRC) layer belonging to the thirdlayer serves to control a radio resource between the UE and the network.For this, the RRC layer exchanges an RRC message between the UE and theBS.

FIG. 20 illustrates a radio protocol architecture for a user plane towhich embodiment(s) are applicable.

FIG. 21 illustrates a radio protocol architecture for a control plane towhich embodiment(s) are applicable. The user plane is a protocol stackfor user data transmission. The control plane is a protocol stack forcontrol signal transmission.

Referring to FIGS. 20 and 21, a physical layer provides an upper layerwith an information transfer service through a physical channel. Thephysical layer is connected to a media access control (MAC) layer, whichis an upper layer of the physical layer, through a transport channelData is transferred between the MAC layer and the physical layer throughthe transport channel. The transport channel is classified according tohow and with which characteristics data is transferred through a radiointerface.

Data is moved between different physical layers, i.e., between thephysical layers of a transmitter and a receiver, through a physicalchannel The physical channel may be modulated according to an orthogonalfrequency division multiplexing (OFDM) scheme and use time and frequencyas radio resources.

The MAC layer provides a service to a radio link control (RLC) layer,which is an upper layer, through a logical channel. The MAC layerprovides a mapping function from a plurality of logical channels to aplurality of transport channels. The MAC layer also provides a logicalchannel multiplexing function caused by mapping from a plurality oflogical channels to a single transport channel A MAC sub-layer providesdata transfer services on logical channels.

The RLC layer performs concatenation, segmentation, and reassembly of anRLC service data unit (SDU). In order to guarantee various types ofquality of service (QoS) required by a radio bearer (RB), the RLC layerprovides three operation modes: transparent mode (TM), unacknowledgedmode (UM), and acknowledged mode (AM). AM RLC provides error correctionthrough an automatic repeat request (ARQ).

The RRC layer is defined only in the control plane. The RRC layer isrelated to the configuration, reconfiguration, and release of RBs toserve to control logical channels, transport channels, and physicalchannels. The RB means a logical path provided by the first layer(physical layer) and the second layer (MAC layer, RLC layer, or PDCPlayer) in order to transfer data between a UE and a network.

A function of a packet data convergence protocol (PDCP) layer in theuser plane includes transfer, header compression, and ciphering of userdata. A function of the PDCP layer in the control plane includestransfer and encryption/integrity protection of control plane data.

The configuration of the RB means a process of defining thecharacteristics of a radio protocol layer and channels in order toprovide specific service and configuring each detailed parameter andoperating method. The RB may be divided into two types of a signaling RB(SRB) and a data RB (DRB). The SRB is used as a passage through which anRRC message is transported in the control plane, and the DRB is used asa passage through which user data is transported in the user plane.

If RRC connection is established between the RRC layer of UE and the RRClayer of the E-UTRAN, the UE is in an RRC connected (RRC_CONNECTED)state and if not, the UE is in an RRC idle (RRC_IDLE) state. In NR, anRRC inactive (RRC_INACTIVE) state has been further defined. The UE ofRRC_INACTIVE state may release connection to the BS while maintainingconnection to a core network.

A downlink transport channel through which data is transmitted from thenetwork to the UE includes a broadcast channel (BCH) through whichsystem information is transmitted and a downlink shared channel (SCH)through which user traffic or control messages are transmitted. Trafficor a control message for a downlink multicast or broadcast service maybe transmitted through the downlink SCH or may be transmitted through aseparate downlink multicast channel (MCH). Meanwhile, an uplinktransport channel through which data is transmitted from the UE to thenetwork includes a random access channel (RACH) through which an initialcontrol message is transmitted and an uplink shared channel (SCH)through which user traffic or a control message is transmitted.

Logical channels that are placed over the transport channel and mappedto the transport channel include a broadcast control channel (BCCH), apaging control channel (PCCH), a common control channel (CCCH), amulticast control channel (MCCH), and a multicast traffic channel(MTCH).

The physical channel includes several OFDM symbols in the time domainand several subcarriers in the frequency domain. One subframe includes aplurality of OFDM symbols in the time domain. A resource block is aresources allocation unit and includes a plurality of OFDM symbols and aplurality of subcarriers. Each subframe may use specific subcarriers ofspecific OFDM symbols (e.g., the first OFDM symbol) of a correspondingsubframe for a physical downlink control channel (PDCCH), that is, anL1/L2 control channel. A transmission time interval (TTI) is a unit timefor subframe transmission.

FIG. 22 illustrates the structure of an NR system to which embodiment(s)are applicable.

Referring to FIG. 22, a next generation radio access network (NG-RAN)may include a gNB and/or an eNB that provides user plane and controlplane protocol terminations to a UE. FIG. 10 illustrates the case ofincluding only gNBs. The gNB and the eNB are connected through an Xninterface. The gNB and the eNB are connected to a 5G core network (5GC)via an NG interface. More specifically, the gNB and the eNB areconnected to an access and mobility management function (AMF) via anNG-C interface and connected to a user plane function (UPF) via an NG-Uinterface.

FIG. 23 illustrates functional split between an NG-RAN and a 5GC towhich embodiment(s) are applicable.

Referring to FIG. 23, a gNB may provide functions, such as intercellradio resource management (RRM), RB control, connection mobilitycontrol, radio admission control, measurement configuration andprovision, dynamic resource allocation, etc. An AMF may providefunctions, such as NAS security, idle state mobility handling, etc. AUPF may provide functions, such as mobility anchoring, protocol dataunit (PDU) handling, etc. A session management function (SMF) mayprovide functions, such as UE IP address allocation, PDU sessioncontrol.

FIG. 24 illustrates the structure of an NR radio frame to whichembodiment(s) are applicable.

Referring to FIG. 24, a radio frame may be used for uplink and downlinktransmission in NR. The radio frame is 10 ms long and may be defined astwo half-frames (HFs), each 5 ms long. An HF may include 5 subframes(SFs), each 1 ms long. An SF may be split into one or more slots. Thenumber of slots in the SF may be determined based on a subcarrierspacing (SCS). Each slot may include 12 or 14 OFDM(A) symbols dependingon a cyclic prefix (CP).

When a normal CP is used, each slot may include 14 symbols. When anextended CP is used, each slot may include 12 symbols. Here, a symbolmay include an OFDM symbol (or CP-OFDM symbol) or an SC-FDMA symbol (orDFT-s-OFDM symbol).

Table 1 below shows the number of symbols, N^(slot) _(symb), per slot,the number of slots, N^(frame,u) _(slot), per frame, and the number ofslots, N^(subframe,u) _(slot), per subframe according to SCSconfiguration μ when the normal CP is used.

TABLE 1 SCS (15*2u) N^(slot) _(symb) N^(frame, u) _(slot)N^(subframe, u) _(slot) 15 KHz (u = 0) 14 10 1 30 KHz (u = 1) 14 20 2 60KHz (u = 2) 14 40 4 120 KHz (u = 3) 14 80 8 240 KHz (u = 4) 14 160 16

Table 2 shows the number of symbols per slot, the number of slots perframe, and the number of slots per subframe according to SCS when theextended CP is used.

TABLE 2 SCS (15*2{circumflex over ( )}u) N^(slot) _(symb) N^(frame, u)_(slot) N^(subframe, u) _(slot) 60 KHz (u = 2) 12 40 4

In an NR system, different OFDM(A) numerologies (e.g., SCSs and CPlengths) may be configured in a plurality of cells aggregated for oneUE. Then, an (absolute time) duration of a time resource (e.g., asubframe, a slot, or a TTI) consisting of the same number of symbols(for convenience, referred to as a time unit (TU)) may be differentlyconfigured in the aggregated cells.

FIG. 25 illustrates the structure of a slot of an NR frame to whichembodiment(s) are applicable.

Referring to FIG. 25, a slot includes a plurality of symbols in the timedomain. For example, one slot may include 14 symbols in the case of anormal CP and 12 symbols in the case of an extended CP. Alternatively,one slot may include 7 symbols in the case of the normal CP and 6symbols in the case of the extended CP.

A carrier includes a plurality of subcarriers in the frequency domain. Aresource block (RB) may be defined as a plurality of consecutivesubcarriers (e.g., 12 subcarriers) in the frequency domain. A bandwidthpart (BWP) may be defined as a plurality of consecutive (P)RBs in thefrequency domain and correspond to one numerology (e.g., SCS or CPlength). The carrier may include a maximum of N (e.g., 5) BWPs. Datacommunication may be performed through activated BWPs. Each element maybe referred to as a resource element (RS) in a resource grid and onecomplex symbol may be mapped thereto.

As illustrated in FIG. 26, a scheme of reserving a transmission resourceof a subsequent packet may be used for transmission resource selection.

FIG. 26 illustrates an example of selecting a transmission resource towhich embodiments(s) are applicable.

In V2X communication, two transmissions may be performed per MAC PDU.For example, referring to FIG. 26, during resource selection for initialtransmission, a resource for retransmission may be reserved with apredetermined time gap. A UE may discern transmission resources reservedby other UEs or resources that are being used by other UEs throughsensing within a sensing window and randomly select a resource havingless interference from among resources that remain after excluding theresources that are reserved or being used by other UEs within aselection window.

For example, the UE may decode a physical sidelink control channel(PSCCH) including information about periodicity of the reservedresources within the sensing window and measure physical sidelink sharedchannel (PSSCH) reference signal received power (RSRP) on periodicallydetermined resources based on the PSCCH. The UE may exclude resources onwhich PSSCH RSRP exceeds a threshold from resources that are selectablein the selection window. Next, the UE may randomly select a sidelinkresource from among resources that remain within the selection window.

Alternatively, the UE may measure a received signal strength indicator(RSSI) of periodic resources within the sensing window to determineresources having less interference (e.g., resources having lowinterference corresponding to 20% or less). Then, the UE may randomlyselect a sidelink resource from resources included in the selectionwindow among the periodic resources. For example, upon failing to decodethe PSCCH, the UE may use this method.

FIG. 27 illustrates an example of transmitting a PSCCH in sidelinktransmission mode 3 or 4 to which embodiment(s) are applicable.

In V2X communication, i.e., in sidelink transmission mode 3 or 4, aPSCCH and a PSSCH are transmitted through frequency divisionmultiplexing (FDM) as opposed to sidelink communication. In V2Xcommunication, since it is important to reduce latency in considerationof characteristics of vehicle communication, the PSCCH and the PSSCH maybe transmitted through FDM on different frequency resources of the sametime resource in order to reduce latency. Referring to FIG. 27, thePSCCH and the PSSCH may be non-adjacent as illustrated in (a) of FIG. 15or may be adjacent as illustrated in (b) of FIG. 27. A basic unit ofsuch transmission is a subchannel. The subchannel may be a resource unithaving one or more RBs in size on the frequency axis on a predeterminedtime resource (e.g., time resource unit). The number of RBs included inthe subchannel (i.e., the size of the subchannel and a start position ofthe subchannel on the frequency axis) may be indicated through higherlayer signaling. An embodiment of FIG. 27 may also be applied to NRsidelink resource allocation mode 1 or 2.

Hereinafter, a cooperative awareness message (CAM) and a decentralizedenvironmental notification message (DENM) will be described.

In V2V communication, a CAM of a periodic message type and a DENM of anevent triggered message type may be transmitted. The CAM may includebasic vehicle information, including vehicle dynamic state informationsuch as direction and speed, vehicle static data such as dimension, anexternal light state, and a path history. The size of the CAM may be 50to 300 bytes. The CAM may be broadcast and latency should be less than100 ms. The DENM may be a message generated during an unexpectedsituation such as breakdown or accident of a vehicle. The size of theDENM may be shorter than 3000 bytes and all vehicles in the range ofmessage transmission may receive the DENM. The DENM may have a higherpriority than the CAM.

Hereinafter, carrier reselection will be described.

Carrier reselection for V2X/sidelink communication may be performed in aMAC layer based on a channel busy ratio (CBR) of configured carriers anda ProSe-per-packet priority (PPPP) of a V2X message to be transmitted.

The CBR may mean the portion of subchannels in a resource pool, sidelinkRSSI (S-RSSI) of which measured by a UE is sensed as exceeding a presetthreshold. There may be PPPP related to each logical channel. The valueof PPPP should be set in consideration of latency required by both a UEand a BS. During carrier reselection, the UE may select one or morecarriers from among candidate carriers in ascending order from thelowest CBR.

Hereinafter, physical layer processing will be described.

A data unit to which embodiment(s) are applicable may be a target ofphysical layer processing in a transmitting side before the data unit istransmitted through a radio interface. A radio signal carrying the dataunit to which embodiment(s) are applicable may be a target of physicallayer processing at a receiving side.

FIG. 28 illustrates an example of physical processing at a transmittingside to which embodiment(s) are applicable.

Table 3 shows a mapping relationship between an uplink transport channeland a physical channel and Table 4 shows a mapping relationship betweenuplink control channel information and a physical channel.

TABLE 3 Transport Channel Physical Channel UL-SCH PUSCH RACH PRACH

TABLE 4 Control Information Physical Channel UCI PUCCH, PUSCH

Table 5 shows a mapping relationship between a downlink transportchannel and a physical channel and Table 6 shows a mapping relationshipbetween downlink control channel information and a physical channel.

TABLE 5 Transport Channel Physical Channel DL-SCH PDSCH BCH PBCH PCHPDSCH

TABLE 6 Control Information Physical Channel DCI PDCCH

Table 7 shows a mapping relationship between a sidelink transportchannel and a physical channel and Table 8 shows a mapping relationshipbetween sidelink control channel information and a physical channel.

TABLE 7 Transport Channel Physical Channel SL-SCH PSSCH SL-BCH PSBCH

TABLE 8 Control Information Physical Channel SCI PSCCH

Referring to FIG. 28, the transmitting side may perform encoding on atransport block (TB) in step S100. Data and a control stream from a MAClayer may be encoded to provide transport and control services through aradio transmission link in a physical layer. For example, the TB fromthe MAC layer may be encoded to a codeword at the transmitting side. Achannel coding scheme may be a combination of error detection, errorcorrection, rate matching, interleaving, and control information or atransport channel separated from the physical channel Alternatively, thechannel coding scheme may be a combination of error detection, errorcorrection, rate matching, interleaving, and control information or atransport channel mapped to the physical channel.

In an NR LTE system, the following channel coding scheme may be used fordifferent types of transport channels and different types of controlinformation. For example, the channel coding scheme for each transportchannel type may be listed in Table 9. For example, the channel codingscheme for each control information type may be listed in Table 10.

TABLE 9 Transport Channel Channel Coding Scheme UL-SCH LDPC (Low DensityParity Check) DL-SCH SL-SCH PCH BCH Polar code SL-BCH

TABLE 10 Control Information Channel Coding Scheme DCI Polar code SCIUCI Block code, Polar code

For transmission of the TB (e.g., MAC PDU), the transmitting side mayattach a cyclic redundancy check (CRC) sequence to the TB. Therefore,the transmitting side may provide error detection to the receiving side.In sidelink communication, the transmitting side may be a transmittingUE and the receiving side may be a receiving UE. In the NR system, acommunication device may use an LDPC code to encode/decode an uplink(UL)-SCH and a downlink (DL)-SCH. The NR system may support two LDPCbase graphs (i.e., two LDPC base matrices). The two LDPC base graphs maybe LDPC base graph 1 optimized for a small TB and LDPC base graph 2optimized for a large TB. The transmitting side may select LDPC basegraph 1 or 2 based on the size of the TB and a code rate R. The coderate may be indicated by a modulation and coding scheme (MCS) indexI_MCS. The MCS index may be dynamically provided to the UE by a PDCCHthat schedules a PUSCH or a PDSCH. Alternatively, the MCS index may bedynamically provided to the UE by a PDCCH that (re)initializes oractivates UL configured grant 2 or DL semi-persistent scheduling (SPS).The MCS index may be provided to the UE by RRC signaling related to ULconfigured grant type 1. If the TB to which the CRC is attached isgreater than a maximum code block size for the selected LDPC base graph,the transmitting side may segment the TB to which the CRC is attachedinto a plurality of code blocks. The transmitting side may attach anadditional CRC sequence to each code block. A maximum code block sizefor LDPC base graph 1 and a maximum code block size for LDPC base graph2 may be 8448 bits and 3480 bits, respectively. If the TB to which theCRC is attached is not greater than the maximum code block size for theselected LDPC base graph, the transmitting side may encode the TB towhich the CRC is attached using the selected LDPC base graph. Thetransmitting side may encode each code block of the TB using theselected LDPC base graph. LDPC coded blocks may be individuallyrate-matched. Code block concatenation may be performed to generate acodeword for transmission on the PDSCH or the PUSCH. For the PDSCH, amaximum of two codewords (i.e., a maximum of two TBs) may besimultaneously transmitted on the PDSCH. The PUSCH may be used totransmit UL-SCH data and layer 1 and/or 2 control information. Althoughnot illustrated in FIG. 28, the layer 1 and/or 2 control information maybe multiplexed with a codeword for the UL-SCH data.

In steps S101 and S102, the transmitting side may perform scrambling andmodulation for the codeword. Bits of the codeword may be scrambled andmodulated to generate a block of complex-valued modulation symbols.

In step S103, the transmitting side may perform layer mapping. Thecomplex-valued modulation symbols of the codeword may be mapped to oneor more multiple input multiple output (MIMO) layers. The codeword maybe mapped to a maximum of 4 layers. The PDSCH may carry two codewordsand thus the PDSCH may support up to 8-layer transmission. The PUSCH maysupport a single codeword and thus the PUSCH may support up to 4-layertransmission.

In step S104, the transmitting side may perform transform precoding. ADL transmission waveform may be a normal CP-OFDM waveform. Transformprecoding (i.e., discrete Fourier transform (DFT)) may not be applied toDL.

A UL transmission waveform may be legacy OFDM using a CP having atransform precoding function performing DFT spreading, which may bedisabled or enabled. In the NR system, if the transform precodingfunction is enabled on UL, transform precoding may be selectivelyapplied. Transform precoding may spread UL data in a special manner inorder to reduce a peak-to-average power ratio (PAPR) of a waveform.Transform precoding may be one type of DFT. That is, the NR system maysupport two options for a UL waveform. One option may be CP-OFDM (whichis the same as a DL waveform) and the other option may be DFT spreadOFDM (DFT-s-OFDM). Whether the UE should use CP-OFDM or DFT-s-OFDM maybe determined by the BS through an RRC parameter.

In step S105, the transmitting side may perform subcarrier mapping. Alayer may be mapped to an antenna port. On DL, transparent manner(non-codebook-based) mapping may be supported for layer-to-antenna portmapping. How beamforming or MIMO precoding is performed may betransparent to the UE. On UL, both non-codebook-based mapping andcodebook-based mapping may be supported for antenna port mapping.

For each antenna port (i.e., layer) used for transmission of a physicalchannel (e.g., a PDSCH, a PUSCH, or a PSSCH), the transmitting side maymap complex-valued modulation symbols to subcarriers in an RB allocatedto the physical channel.

In step S106, the transmitting side may perform OFDM modulation. Acommunication device of the transmitting side may generate a subcarrierspacing configuration u for a time-continuous OFDM baseband signal on anantenna port p and an OFDM symbol 1 in a TTI for the physical channel byadding the CP and performing inverse fast Fourier transform (IFFT). Forexample, the communication device of the transmitting side may performIFFT on a complex-valued modulation symbol mapped to an RB of acorresponding OFDM symbol with respect to each OFDM symbol. Thecommunication device of the transmitting side may add the CP to an IFFTsignal in order to generate the OFDM baseband signal.

In step S107, the transmitting side may perform up-conversion. Thecommunication device of the transmitting side may perform up-conversionon the OFDM baseband signal for the antenna port p, the subcarrierspacing configuration u, and the OFDM symbol into a carrier frequency f0of a cell to which the physical channel is allocated.

Processors 9011 and 9021 of FIG. 38 may be configured to performencoding, scrambling, modulation, layer mapping, transform precoding (onUL), subcarrier mapping, and OFDM modulation.

FIG. 29 illustrates an example of physical layer processing at areceiving side to which embodiment(s) are applicable.

Physical layer processing at the receiving side may be basically thereverse of physical layer processing at the transmitting side.

In step S110, the receiving side may perform frequency down-conversion.A communication device of the receiving side may receive an RF signal ofa carrier frequency through an antenna. Transceivers 9013 and 9023 forreceiving the RF signal in the carrier frequency may down-convert thecarrier frequency of the RF signal into a baseband signal in order toobtain an OFDM baseband signal.

In step S111, the receiving side may perform OFDM demodulation. Thecommunication device of the receiving side may acquire a complex-valuedmodulation symbol through CP detachment and FFT. For example, thecommunication device of the receiving side may detach a CP from the OFDMbaseband signal with respect to each OFDM symbol. The communicationdevice of the receiving side may perform FFT on the CP-detached OFDMbaseband signal in order to acquire the complex-valued modulation symbolfor an antenna port p, a subcarrier spacing u, and an OFDM symbol 1.

In step S112, the receiving side may perform subcarrier demapping.Subcarrier demapping may be performed on the complex-valued modulationsymbol in order to acquire a complex-valued modulation symbol of acorresponding physical channel For example, the processor of the UE mayacquire a complex-valued modulation symbol mapped to a subcarrierbelonging to a PDSCH among complex-valued modulation symbols received ina bandwidth part (BWP).

In step S113, the receiving side may perform transform deprecoding. Iftransform precoding is enabled with respect to a UL physical channel,transform deprecoding (e.g., inverse discrete Fourier transform (IDFT))may be performed on a complex-valued modulation symbol of the ULphysical channel Transform deprecoding may not be performed on a DLphysical channel and a UL physical channel for which transform precodingis disabled.

In step S114, the receiving side may perform layer demapping. Acomplex-valued modulation symbol may be demapped to one or twocodewords.

In steps S115 and S116, the receiving side may perform demodulation anddescrambling, respectively. A complex-valued modulation symbol of acodeword may be demodulated and may be descrambled to a bit of thecodeword.

In step S117, the receiving side may perform decoding. A codeword may bedecoded to a TB. For a UL-SCH and a DL-SCH, LDPC base graph 1 or 2 maybe selected based on the size of a TB and a code rate R. The codewordmay include one or multiple coded blocks. Each coded block may bedecoded to a code block to which a CRC is attached or a TB to which theCRC is attached using the selected LDPC base graph. If the transmittingside performs code block segmentation on the TB to which the CRC isattached, a CRC sequence may be eliminated from each of code blocks towhich the CRC is attached and code blocks may be acquired. A code blockmay be concatenated to the TB to which the CRC is attached. A TB CRCsequence may be detached from the TB to which the CRC is attached andthen the TB may be acquired. The TB may be transmitted to a MAC layer.

The processors 102 and 202 of FIG. 38 may be configured to perform OFDMdemodulation, subcarrier demapping, layer demapping, demodulation,descrambling, and decoding.

In physical layer processing at the transmitting/receiving sidedescribed above, time and frequency domain resource related tosubcarrier mapping (e.g., an OFDM symbol, a subcarrier, or a carrierfrequency), and OFDM modulation and frequency up/down-conversion may bedetermined based on resource allocation (e.g., UL grant or DLallocation).

Hereinafter, synchronization acquisition of a sidelink UE will bedescribed.

In a time division multiple access (TDMA) and frequency divisionmultiples access (FDMA) system, accurate time and frequencysynchronization is essential. If time and frequency synchronization isnot accurately established, system performance may be deteriorated dueto inter-symbol interference (ISI) and inter-carrier interference (ICI).This is equally applied even to V2X. For time/frequency synchronizationin V2X, a sidelink synchronization signal (SLSS) may be used in aphysical layer and master information block-sidelink-V2X (MIB-SL-V2X)may be used in a radio link control (RLC) layer.

FIG. 30 illustrates a synchronization source or synchronizationreference in V2X to which embodiment(s) are applicable.

Referring to FIG. 30, in V2X, a UE may be directly synchronized with aglobal navigation satellite system (GNSS) or may be indirectlysynchronized with the GNSS through the UE (in network coverage or out ofnetwork coverage) that is directly synchronized with the GNSS. If theGNSS is configured as a synchronization source, the UE may calculate adirect frame number (DFN) and a subframe number using coordinateduniversal time (UTC) and a (pre)configured DFN offset.

Alternatively, the UE may be directly synchronized with a BS or may besynchronized with another UE that is synchronized in time/frequency withthe BS. For example, the BS may be an eNB or a gNB. For example, whenthe UE is in network coverage, the UE may receive synchronizationinformation provided by the BS and may be directly synchronized with theBS. Next, the UE may provide the synchronization information to adjacentanother UE. If a timing of the BS is configured as the synchronizationreference, the UE may conform to a cell related to a correspondingfrequency (when the UE is in cell coverage in the frequency) or aprimary cell or a serving cell (when the UE is out of cell coverage inthe frequency), for synchronization and DL measurement.

The BS (e.g., serving cell) may provide a synchronization configurationfor a carrier used for V2X/sidelink communication. In this case, the UEmay conform to the synchronization configuration received from the BS.If the UE fails to detect any cell in the carrier used for V2X/sidelinkcommunication and fails to receive the synchronization configurationfrom the serving cell, the UE may conform to a preset synchronizationconfiguration.

Alternatively, the UE may be synchronized with another UE that hasfailed to directly or indirectly acquire the synchronization informationfrom the BS or the GNSS. A synchronization source and a preferencedegree may be preconfigured for the UE. Alternatively, thesynchronization source and the preference degree may be configuredthrough a control message provided by the BS.

The sidelink synchronization source may be associated with asynchronization priority level. For example, a relationship between thesynchronization source and the synchronization priority level may bedefined as shown in Table 11. Table 11 is purely exemplary and therelationship between the synchronization source and the synchronizationpriority level may be defined in various manners.

TABLE 11 Priority eNB/gNB-based Level GNSS-based SynchronizationSynchronization P0 GNSS eNB/gNB P1 All UEs directly synchronized All UEsdirectly synchronized with GNSS with eNB/gNB P2 All UEs indirectly AllUEs indirectly synchronized with GNSS synchronized with eNB/gNB P3 Allother UEs GNSS P4 N/A All UEs directly synchronized with GNSS P5 N/A AllUEs indirectly synchronized with GNSS P6 N/A All other UEs

Whether to use GNSS-based synchronization or eNB/gNB-basedsynchronization may be (pre)configured. In a single-carrier operation,the UE may derive a transmission timing thereof from an availablesynchronization reference having the highest priority.

Hereinafter, a BWP and a resource pool will be described.

When bandwidth adaptation (BA) is used, the reception bandwidth andtransmission bandwidth of the UE need not be as large as the bandwidthof a cell, and the reception bandwidth and transmission bandwidth of theUE may be adjusted. For example, the network/BS may inform the UE ofbandwidth adjustment. For example, the UE may receiveinformation/configurations about the bandwidth adjustment from thenetwork/BS. In this case, the UE may perform the bandwidth adjustmentbased on the received information/configurations. For example, thebandwidth adjustment may include a decrease/increase in the bandwidth, achange in the position of the bandwidth, or a change in the SCS of thebandwidth.

For example, the bandwidth may be reduced during a time period of lowactivity to save power. For example, the position of the bandwidth maybe shifted in the frequency domain. For example, the position of thebandwidth may be shifted in the frequency domain to increase schedulingflexibility. For example, the SCS of the bandwidth may be changed. Forexample, the SCS of the bandwidth may be changed to provide differentservices. A subset of the total cell bandwidth of a cell may be referredto as a BWP. BA may be performed as follows: the BS/network configuresBWPs for the UE and then informs the UE of the currently active BWPamong the configured BWPs.

FIG. 31 illustrates an exemplary scenario of configuring BWPs to whichan example or implementation example is applicable.

Referring to FIG. 31, BWP1 having a bandwidth of 40 MHz and an SCS of 15kHz, BWP2 having a bandwidth of 10 MHz and an SCS of 15 kHz, and BWP3having a bandwidth of 20 MHz and an SCS of 60 kHz may be configured.

A BWP may be defined for SL. The same SL BWP may be used fortransmission and reception. For example, a transmitting UE may transmitan SL channel or an SL signal in a specific BWP, and a receiving UE mayreceive the SL channel or the SL signal in the specific BWP. In alicensed carrier, an SL BWP may be defined separately from a Uu BWP, andthe SL BWP may have configuration signaling different from the Uu BWP.For example, a UE may receive the configuration for the SL BWP from theBS/network. The SL BWP may be (pre)configured for an out-of-coverage NRV2X UE and an RRC_IDLE UE in the carrier. For a UE in RRC_CONNECTEDmode, at least one SL BWP may be activated in the carrier.

A resource pool may be a set of time-frequency resources available forSL transmission and/SL reception. From the perspective of a UE,time-domain resources in the resource pool may not be contiguous. Aplurality of resource pools may be (pre)configured for the UE in onecarrier.

A virtual parking lot system according to the present disclosure devisedto solve the problems of the conventional parking lot operation systemmay include i) a device for calculating and obtaining the spatialcoordinates of parking spaces, ii) a wireless communication device forproviding virtual parking lot-related information to surroundinginfrastructure or vehicles, and iii) a device for receiving providedvirtual parking lot-related information and using the virtual parkinglot-related information in entering a parking lot and attemptingparking.

In this context, regarding a method of configuring a virtual parking lotby using the spatial coordinates of parking spaces, acquisition of thespatial coordinates of parking spaces will be described. Further,regarding a method of configuring and providing virtual parkinglot-related information, configuration of virtual parking lot-relatedinformation used commonly in a V2X communication message or a mobileapplication will be described. A mobile application may be for a userwho does not have V2X equipment. In addition, the mobile application maybe implemented in a smartphone or telematics device includingnavigation. In addition, regarding a parking method using the spatialcoordinates of parking spaces, a parking method using augmented reality(AR) and a method of marking a parking line for a virtual parking spaceby using light, a laser, and/or a camera (but, this case may be appliedwhen a parking lot is equipped with a light source) will be described.

Now, a description will be given of a method of configuring a virtualparking lot by using information about the spatial coordinates ofparking spaces, a method of configuring and providing virtual parkinglot-related information, a method of operating a virtual parking lot,and a parking method using the spatial coordinates of a parking space.

1. Configuration of Virtual Parking Lot by Using Spatial Coordinates ofParking Spaces

A virtual parking lot system according to an embodiment or animplementation may be an apparatus or facility which virtuallyconfigures and operates a parking lot by using information about thespatial coordinate of parking spaces without marking parking lines in anarbitrary place or building. The virtual parking lot system may be usedfor a virtual road parking lot, a virtual outdoor parking lot, a virtualoutdoor attached parking lot, a virtual temporary outdoor parking lot, avirtual indoor parking lot, and a virtual temporary indoor parking lot.

To maximize the efficiency of parking space use in a virtual parkinglot, it is necessary to optimally lay out parking spaces inconsideration of a given parking zone and vehicle types and then obtainreal-world spatial coordinates. The process of obtaining spatialcoordinates after laying out parking spaces may be performed onlineand/or offline in various methods such as simulation or emulation basedon a software for virtual parking lot algorithm or an artificialintelligence algorithm. An embodiment or an implementation to bedescribed later relates to a method of laying out parking spaces andobtaining spatial coordinate information online and/or offline.Obtaining coordinate information may be a pre-process that should beperformed to implement a virtual parking lot system.

In laying out parking spaces and obtaining the spatial coordinates ofthe parking spaces offline, the process of obtaining spatial coordinatesmay be performed by components other than infrastructure. In this case,a simulation for laying out parking spaces and obtaining spatialcoordinates may be performed offline, and finally obtained spatialcoordinates of each parking space may be provided to infrastructure suchas an RSU, a cellular BS, a WiFi AP, and so on. When virtual parkinglot-related information needs to be changed, the spatial coordinates ofparking spaces may be updated and provided to the infrastructure,offline. i) When spaces need to be laid out due to a change in afacility around a parking lot or ii) when a vehicle type ratio needs tobe adjusted, virtual parking lot-related information needs to bechanged.

In laying out parking spaces and obtaining spatial coordinates online,the process of obtaining spatial coordinates may be performed byinfrastructure. Specifically, infrastructure such as an RSU, a cellularBS, and a WiFi AP may perform the process of laying out parking spacesand obtaining spatial coordinates in real time by using fast dataprocessing such as edge computing. When virtual parking lot-relatedinformation needs to be changed, the spatial coordinates of parkingspaces may be updated online in real time.

Information that may be considered in an algorithm for laying outvirtual parking spaces in a virtual parking lot will be described.First, absolute location information about any place or space in abuilding to be used as a parking zone may be considered. This meansspatial coordinate information by which an area allocated as a parkingzone may be sufficiently indicated. In addition, the absolute locationinformation may be used when a parking zone is marked on the telematicsdevice. Secondly, absolute location information indicating an area inwhich parking spaces of the parking zone may be laid out may beconsidered. This may indicate spatial coordinate information about anarea available as actual parking spaces, except for roads, sidewalks,trees, and other facilities in the parking zone. Parking spaces may notbe laid out in an area that is not marked in the parking zone. Thirdly,a parking space type may be considered. That is, typical rectangularparking spaces may be considered, and parking spaces of any type may beconsidered. Rectangular parking spaces may be marked in various methods,and according to an embodiment or an implementation, a method ofrepresenting a virtual parking space by using the spatial coordinates ofthe four vertices of a rectangle may be considered.

Vehicle type information to be considered in laying out parking spaceswill be described. First, information about a minimum parking space size(e.g., horizontal and vertical lengths) required for each vehicle typemay be considered, such as a general vehicle (e.g., a compact car, asmall car, a medium car, a large car), a vehicle for vulnerable users(e.g., disabled, pregnant, and elderly persons), a special vehicle(e.g., a truck or a bus), an unmanned vehicle, an autonomous drivingvehicle (e.g., it may be miniaturized because a door is not opened orclosed). Depending on a parking zone and the characteristics of aparking lot, vehicle types may be selectively considered.

Vehicle type ratio information may be considered in laying out parkingspaces. For example, when the ratio of parking spaces for generalvehicles is A%, the ratio of parking spaces for vehicles for vulnerableusers is B%, and the ratio of parking spaces for special vehicles is C%,it may be satisfied that (A+B+C)=100%.

FIGS. 32 and 33 illustrate a virtual parking lot system after onlineand/or offline layout of parking spaces and acquisition of spatialcoordinates. FIG. 32 illustrates a virtual outdoor parking lot, and FIG.33 illustrates a virtual road parking lot. Components of the virtualparking lot system will be described. Specifically, i) virtual parkinglot components and ii) assistance information related to a virtualparking lot will be described.

Components of Virtual Parking Lot

Parking zone: A zone to be used as a parking lot.

Virtual parking lot: A parking lot including one or more virtual parkingspaces.

Virtual parking line: A virtual parking line that distinguishes oneparking space from another.

Virtual parking space: A parking space available for vehicle parking. Anarea that is not marked as a virtual parking space is unusable as aparking space.

Virtual parking space identification (VP-ID): An ID that identifies avirtual parking space.

Spatial coordinates of virtual parking space: According to an embodimentor an implementation, the spatial coordinates of the four vertices of arectangle and the spatial coordinates of the center of the rectangle areconsidered (see FIG. 34).

Infrastructure: An apparatus or facility that provides virtual parkinglot-related information to a vehicle, such as an RSU, a cellular BC, aWiFi AP, or the like. The virtual parking lot-related informationspecifies virtual parking space IDs, the spatial coordinates of theparking spaces, a vehicle type, and whether a parking space isavailable.

Pay station: In the case of a paid parking lot, a pay station may beinstalled and used as in an existing parking lot. There is an accessroad to the parking lot, and a vehicle number may be obtained throughsensing at the entrance of the parking lot, and a parking fee may bepaid at the exit of the parking lot. In the case of a road parking lot,a parking fee may be paid to a parking lot staff or through a feemachine installed on a road.

Assistance Information Related to Virtual Parking Lot

Assistance information related to a virtual parking lot indicatesinformation about a vehicle type allowed to be parked for each parkingspace. In particular, the assistance information may indicate the totalnumber of vehicles that may be parked, and the number of vehicles thatmay be parked for each vehicle type.

FIG. 34 illustrates methods of representing virtual parking spaces thatmay be laid out at various angles in any place. The top left drawing ofFIG. 34 illustrates a method of representing a virtual parking space byusing the spatial coordinates of the four vertices of a rectangle. Thetop right drawing of FIG. 34 illustrates a method of representing avirtual parking space by using the spatial coordinates of three verticesof a rectangle. The spatial coordinates of the other one vertex may becalculated by using the provided spatial coordinates of the threevertices in the top right drawing of FIG. 34. The bottom left drawing ofFIG. 34 illustrates a method of representing a virtual parking space byusing the spatial coordinates of two vertices of a rectangle and thelength of one side of the rectangle. The spatial coordinates of theremaining two vertices may be calculated by using the provided spatialcoordinates of the two vertices of the rectangle and the length of theone side of the rectangle in the bottom left drawing of FIG. 34. Herein,the length of the one side of the rectangle may be predefined orprovided according to a vehicle type. The bottom right drawing of FIG.34 illustrates a method of representing a virtual parking space by usingthe spatial coordinates of the center of a rectangle. The coordinates ofthe center of the rectangle may be used to provide simple informationsuch as the shape of a laid-out parking space and whether each virtualparking space is available in the entire virtual parking lot in thebottom right drawing of FIG. 34.

2. Method of Configuring and Providing Virtual Parking Lot-RelatedInformation

Virtual parking lot-related information described above with referenceto FIGS. 32 and 33 may be provided in the form of a V2X communicationmessage or through a mobile application, and the amount of the virtualparking lot-related information may be different depending on thedistance between a virtual parking lot and the location of a vehicle.Virtual parking lot-related information used commonly in a V2Xcommunication messages or a mobile application according to the distancebetween a virtual parking lot and the location of a vehicle will bedescribed below.

FIG. 35 is a diagram illustrating transmission of different types ofinformation according to the distance from a virtual parking lot to thelocation of a vehicle. There may be three types of information such asA-type, B-type, and C-type. The virtual parking lot-related informationcorresponding to the types may correspond to the A-type of FIGS. 36 and37, the B-type of FIG. 38, and the C-type of FIGS. 39 and 40. Eachinformation type will be described below.

A-Type Information

FIG. 36 illustrates a method of representing a virtual parking space byusing the spatial coordinates of the four vertices of a rectangle toconfigure A-type information. When the method of representing a virtualparking space by using the spatial coordinates of three vertices of arectangle and the method of representing a virtual parking space byusing the spatial coordinates of two vertices of a rectangle and thelength of one side of the rectangle, which have been described beforewith reference to FIG. 34, are applied, information may be configured asillustrated in FIG. 36.

The A-type information may be virtual parking lot information providedto a vehicle which has entered a virtual parking zone. Information aboutthe spatial coordinates of the four vertices of a rectangle may beprovided for entry of the vehicle into the virtual parking lot andparking of the vehicle in a virtual parking space.

The A-type information of FIG. 36 may include virtual parking lotcomponent information and assistance information as follows. Theinformation may include i) a virtual parking zone ID identifying avirtual parking zone, ii) a virtual parking space ID (VP-ID) identifyinga virtual parking space, iii) the (e.g., top left, top right, bottomleft, and bottom right) spatial coordinates of the four vertices of arectangle, required to represent each virtual parking space, iv) vehicletype information indicating a general vehicle, a vehicle for vulnerableusers, a special vehicle, an unmanned vehicle, an autonomous drivingvehicle, or the like, v) information indicating whether parking isavailable (e.g., available/unavailable), and vi) other informationreserved for information to be added later. According to a driver'spreference, B-type information of FIG. 38 or C-type information of FIG.39 may be received, or C-type information of FIG. 40 may be receivedsimultaneously.

FIG. 37 illustrates a virtual parking lot displayed on a screen whenA-type information is received through a telematics device or a mobileapplication for a virtual parking lot only. According to an embodimentor an implementation illustrated in FIG. 37, the following functions maybe provided. For example, when a virtual parking space (or virtualparking space ID) for parking is touched, the spatial coordinates of thefour vertices of a rectangle may be provided. In addition, a movementpath to the selected parking space may be displayed. In addition, whenparking is attempted after arrival at the parking space for parking,only the selected virtual parking space may be displayed.

B-Type Information

FIG. 38 illustrates the configuration of B-type information. The B-typeinformation may be virtual parking lot information provided to a vehiclein a predetermined area apart from a parking zone even though thevehicle does not enter the virtual parking zone. Information about thespatial coordinates of the center of a rectangle may be transmitted toprovide information required for identifying a virtual parking lotconfiguration. The B-type information of FIG. 38 may include virtualparking lot component information and assistance information as follows.The information may include i) a virtual parking zone ID identifying avirtual parking zone, ii) a virtual parking space ID (VP-ID) identifyinga virtual parking space, iii) the spatial coordinates of the center of arectangle, required to indicate the location of each virtual parkingspace, iv) vehicle type information indicating a general vehicle, avehicle for vulnerable users, a special vehicle, an unmanned vehicle, anautonomous driving vehicle, or the like, v) information indicatingwhether parking is available (e.g., available/unavailable), and vi)other information reserved for information to be added later. Accordingto a driver's preference, B-type information of FIG. 38 may be receivedsimultaneously.

When the B-type information is received through the telematics device orthe mobile application for a virtual parking lot only, a virtual parkinglot displayed on a screen is similar to the virtual parking lotillustrated in FIG. 37. However, compared to the A-type information, theuse of the B-type information may be restricted. Specifically, theB-type information may restrictively provide information about anoverall virtual parking lot layout and configuration and informationindicating whether each virtual parking space is available. In addition,when each virtual parking space is touched, provision of assistanceinformation (e.g., a vehicle type) may be restricted. That is, topreferentially give a selection right to the vehicle receiving theA-type information, selection-related information may not be provided tothe vehicle that has received the B-type information.

C-Type Information

FIG. 39 illustrates the configuration of C-type information. The C-typeinformation may be virtual parking lot information provided to a vehiclespaced apart from a virtual parking zone by a predetermined distance ormore. The C-type information may be intended to provide minimalinformation to a vehicle whose destination is near the virtual parkingzone, although it is away from the virtual parking zone.

The C-type information illustrated in FIGS. 39 and 40 may includevirtual parking lot component information and assistance information asfollows. The information may include, for example, i) a virtual parkingzone ID identifying a virtual parking zone, ii) information about thetotal number of vehicles that may be accommodated, for each vehicletype, and iii) information about the remaining number of vehicles topark, for each vehicle type.

FIG. 40 illustrates virtual parking lot information displayed on ascreen, when C-type information is received through a telematics deviceor a mobile application for a virtual parking lot only. Compared toA-type information and B-type information, C-type information is smallin amount. This means that vehicles receiving A-type information andB-type information may have priority for using a virtual parking lot.

3. Parking Method Using Spatial Coordinate Information About ParkingSpace

A description will be given of a method of i) selecting a virtualparking space, ii) parking a vehicle by AR (VR) technology, and iii)marking a parking line for the virtual parking space by using light or alaser, after the vehicle enters a virtual parking zone.

Selection of Virtual Parking Space

When a vehicle enters a virtual parking zone, the vehicle may move to adesired virtual parking space for parking in the following procedure.First, the vehicle may receive information such as the spatialcoordinates of parking spaces (or parking space IDs) available forparking from infrastructure. The vehicle may select a desired virtualparking space from the received parking lot information. Then, thespatial coordinates of the four vertices of a rectangle which mayrepresent the selected parking space may be calculated.

In calculating the spatial coordinates, when the spatial coordinates ofthe four vertices of the rectangle are provided from the infrastructure,the process of calculating the four vertices of the rectangle may beomitted. When the spatial coordinates of three vertices of the rectangleare provided from the infrastructure, the other vertex of the rectanglemay be calculated by triangulation or a mathematical equation. When thespatial coordinates of two vertices of the rectangle and the length ofone side of the rectangle are provided from the infrastructure, theremaining two vertices of the rectangle may be calculated by amathematical equation.

When the spatial coordinates are completely calculated, a movement pathfrom a current location in the parking zone to the selected parkingspace may be displayed through navigation or a mobile application. Thevehicle may move to the selected parking space through the displayedmovement path. In the present disclosure, it is assumed that locationinformation is accurately provided through a GPS or any other locationinformation providing system. However, when the accuracy of locationinformation itself should be considered, the vehicle may be providedwith i) a path linked to the navigation, when a GPS connection accuracyis equal to or greater than a threshold, and iii) only coordinateinformation and parking lot map information, when the GPS connectionaccuracy is less than the threshold.

Parking Using AR Technology

AR, a field of VR, is a computer graphics technology that combinesvirtual objects or information with a real environment to make them looklike objects existing in the real environment. The AR technology may bevery useful in operating a virtual parking lot. That is, it is possibleto make parking lines appear to exist on the real ground by combiningspatial coordinate information about a virtual parking space with theground of the parking lot. FIG. 41 illustrates an exemplary virtualparking space (or parking line) displayed by AR in a telematics deviceor a smartphone during rear parking. In the AR technology, informationabout the width and length of a vehicle is combined in addition tospatial coordinate information about the parking space.

Marking of Parking Line for Virtual Space by Using Light/Laser

A vehicle which is not equipped with the AR function using spatialcoordinate information about a virtual parking space may receive amarking of a parking line for a virtual parking space by light or alaser. A continuous operation of connecting the spatial coordinates offour vertices representing a virtual parking space may be performed byusing light or a laser from parking infrastructure. Alternatively, lightor a laser may draw a rectangular parking space on the ground.

According to the present disclosure, a method of receiving a signal by aUE in a wireless communication system may include receiving firstinformation about a parking space from infrastructure of a parking lot,generating second information for parking in the parking lot, based onthe first information, and transmitting the second information to avehicle which has established a communication link with the UE. Thefirst information may include spatial coordinates of the parking spaceand a virtual parking line for the parking space.

The infrastructure may include at least an RSU, a base station, or anAP.

The method may further include further comprising, based on the firstinformation including spatial coordinates fewer than a reference number,extracting remaining spatial coordinates for specifying the parkingspace by using the spatial coordinates fewer than the reference number.

The first information received from the parking lot may be differentaccording to a distance between the UE and the parking lot.

When the distance between the UE and the parking lot is less than athreshold, the first information may include a unique ID of the parkingspace, the spatial coordinates of the parking space, and a movement pathto the parking space.

A reservation priority for the parking space in the parking lot may bedifferent according to a distance between the UE and the parking lot.

The method may further include selecting the parking space through auser input, calculating spatial coordinates of the selected parkingspace and a path to the parking space, and outputting the path to theparking space and the virtual parking line by controlling a displaydevice of the vehicle.

Hereinafter, devices to which examples or implementation examples areapplicable will be described.

FIG. 42 illustrates wireless devices applicable to the presentinvention. Referring to FIG. 42, a first wireless device 100 and asecond wireless device 200 may transmit radio signals through a varietyof RATs (e.g., LTE and NR). Herein, {the first wireless device 100 andthe second wireless device 200} may correspond to {the wireless device100 x and the BS 200} and/or {the wireless device 100 x and the wirelessdevice 100 x} of FIG. 49.

The first wireless device 100 may include one or more processors 102 andone or more memories 104 and additionally further include one or moretransceivers 106 and/or one or more antennas 108. The processor(s) 102may control the memory(s) 104 and/or the transceiver(s) 106 and may beconfigured to implement the descriptions, functions, procedures,proposals, methods, and/or operational flowcharts disclosed in thisdocument. For example, the processor(s) 102 may process informationwithin the memory(s) 104 to generate first information/signals and thentransmit radio signals including the first information/signals throughthe transceiver(s) 106. The processor(s) 102 may receive radio signalsincluding second information/signals through the transceiver 106 andthen store information obtained by processing the secondinformation/signals in the memory(s) 104. The memory(s) 104 may beconnected to the processor(s) 102 and may store a variety of informationrelated to operations of the processor(s) 102. For example, thememory(s) 104 may store software code including commands for performinga part or the entirety of processes controlled by the processor(s) 102or for performing the descriptions, functions, procedures, proposals,methods, and/or operational flowcharts disclosed in this document.Herein, the processor(s) 102 and the memory(s) 104 may be a part of acommunication modem/circuit/chip designed to implement RAT (e.g., LTE orNR). The transceiver(s) 106 may be connected to the processor(s) 102 andtransmit and/or receive radio signals through one or more antennas 108.Each of the transceiver(s) 106 may include a transmitter and/or areceiver. The transceiver(s) 106 may be interchangeably used with RadioFrequency (RF) unit(s). In the present invention, the wireless devicemay represent a communication modem/circuit/chip.

The second wireless device 200 may include one or more processors 202and one or more memories 204 and additionally further include one ormore transceivers 206 and/or one or more antennas 208. The processor(s)202 may control the memory(s) 204 and/or the transceiver(s) 206 and maybe configured to implement the descriptions, functions, procedures,proposals, methods, and/or operational flowcharts disclosed in thisdocument. For example, the processor(s) 202 may process informationwithin the memory(s) 204 to generate third information/signals and thentransmit radio signals including the third information/signals throughthe transceiver(s) 206. The processor(s) 202 may receive radio signalsincluding fourth information/signals through the transceiver(s) 106 andthen store information obtained by processing the fourthinformation/signals in the memory(s) 204. The memory(s) 204 may beconnected to the processor(s) 202 and may store a variety of informationrelated to operations of the processor(s) 202. For example, thememory(s) 204 may store software code including commands for performinga part or the entirety of processes controlled by the processor(s) 202or for performing the descriptions, functions, procedures, proposals,methods, and/or operational flowcharts disclosed in this document.Herein, the processor(s) 202 and the memory(s) 204 may be a part of acommunication modem/circuit/chip designed to implement RAT (e.g., LTE orNR). The transceiver(s) 206 may be connected to the processor(s) 202 andtransmit and/or receive radio signals through one or more antennas 208.Each of the transceiver(s) 206 may include a transmitter and/or areceiver. The transceiver(s) 206 may be interchangeably used with RFunit(s). In the present invention, the wireless device may represent acommunication modem/circuit/chip.

Hereinafter, hardware elements of the wireless devices 100 and 200 willbe described more specifically. One or more protocol layers may beimplemented by, without being limited to, one or more processors 102 and202. For example, the one or more processors 102 and 202 may implementone or more layers (e.g., functional layers such as PHY, MAC, RLC, PDCP,RRC, and SDAP). The one or more processors 102 and 202 may generate oneor more Protocol Data Units (PDUs) and/or one or more Service Data Unit(SDUs) according to the descriptions, functions, procedures, proposals,methods, and/or operational flowcharts disclosed in this document. Theone or more processors 102 and 202 may generate messages, controlinformation, data, or information according to the descriptions,functions, procedures, proposals, methods, and/or operational flowchartsdisclosed in this document. The one or more processors 102 and 202 maygenerate signals (e.g., baseband signals) including PDUs, SDUs,messages, control information, data, or information according to thedescriptions, functions, procedures, proposals, methods, and/oroperational flowcharts disclosed in this document and provide thegenerated signals to the one or more transceivers 106 and 206. The oneor more processors 102 and 202 may receive the signals (e.g., basebandsignals) from the one or more transceivers 106 and 206 and acquire thePDUs, SDUs, messages, control information, data, or informationaccording to the descriptions, functions, procedures, proposals,methods, and/or operational flowcharts disclosed in this document.

The one or more processors 102 and 202 may be referred to ascontrollers, microcontrollers, microprocessors, or microcomputers. Theone or more processors 102 and 202 may be implemented by hardware,firmware, software, or a combination thereof. As an example, one or moreApplication Specific Integrated Circuits (ASICs), one or more DigitalSignal Processors (DSPs), one or more Digital Signal Processing Devices(DSPDs), one or more Programmable Logic Devices (PLDs), or one or moreField Programmable Gate Arrays (FPGAs) may be included in the one ormore processors 102 and 202. The descriptions, functions, procedures,proposals, methods, and/or operational flowcharts disclosed in thisdocument may be implemented using firmware or software and the firmwareor software may be configured to include the modules, procedures, orfunctions. Firmware or software configured to perform the descriptions,functions, procedures, proposals, methods, and/or operational flowchartsdisclosed in this document may be included in the one or more processors102 and 202 or stored in the one or more memories 104 and 204 so as tobe driven by the one or more processors 102 and 202. The descriptions,functions, procedures, proposals, methods, and/or operational flowchartsdisclosed in this document may be implemented using firmware or softwarein the form of code, commands, and/or a set of commands.

The one or more memories 104 and 204 may be connected to the one or moreprocessors 102 and 202 and store various types of data, signals,messages, information, programs, code, instructions, and/or commands Theone or more memories 104 and 204 may be configured by Read-Only Memories(ROMs), Random Access Memories (RAMs), Electrically ErasableProgrammable Read-Only Memories (EPROMs), flash memories, hard drives,registers, cash memories, computer-readable storage media, and/orcombinations thereof. The one or more memories 104 and 204 may belocated at the interior and/or exterior of the one or more processors102 and 202. The one or more memories 104 and 204 may be connected tothe one or more processors 102 and 202 through various technologies suchas wired or wireless connection.

The one or more transceivers 106 and 206 may transmit user data, controlinformation, and/or radio signals/channels, mentioned in the methodsand/or operational flowcharts of this document, to one or more otherdevices. The one or more transceivers 106 and 206 may receive user data,control information, and/or radio signals/channels, mentioned in thedescriptions, functions, procedures, proposals, methods, and/oroperational flowcharts disclosed in this document, from one or moreother devices. For example, the one or more transceivers 106 and 206 maybe connected to the one or more processors 102 and 202 and transmit andreceive radio signals. For example, the one or more processors 102 and202 may perform control so that the one or more transceivers 106 and 206may transmit user data, control information, or radio signals to one ormore other devices. The one or more processors 102 and 202 may performcontrol so that the one or more transceivers 106 and 206 may receiveuser data, control information, or radio signals from one or more otherdevices. The one or more transceivers 106 and 206 may be connected tothe one or more antennas 108 and 208 and the one or more transceivers106 and 206 may be configured to transmit and receive user data, controlinformation, and/or radio signals/channels, mentioned in thedescriptions, functions, procedures, proposals, methods, and/oroperational flowcharts disclosed in this document, through the one ormore antennas 108 and 208. In this document, the one or more antennasmay be a plurality of physical antennas or a plurality of logicalantennas (e.g., antenna ports). The one or more transceivers 106 and 206may convert received radio signals/channels etc. from RF band signalsinto baseband signals in order to process received user data, controlinformation, radio signals/channels, etc. using the one or moreprocessors 102 and 202. The one or more transceivers 106 and 206 mayconvert the user data, control information, radio signals/channels, etc.processed using the one or more processors 102 and 202 from the baseband signals into the RF band signals. To this end, the one or moretransceivers 106 and 206 may include (analog) oscillators and/orfilters.

FIG. 43 illustrates another example of a wireless device applied to thepresent invention. The wireless device may be implemented in variousforms according to a use case/service.

Referring to FIG. 43, wireless devices 100 and 200 may correspond to thewireless devices 100 and 200 of FIG. 42 and may be configured by variouselements, components, units/portions, and/or modules. For example, eachof the wireless devices 100 and 200 may include a communication unit110, a control unit 120, a memory unit 130, and additional components140. The communication unit may include a communication circuit 112 andtransceiver(s) 114. For example, the communication circuit 112 mayinclude the one or more processors 102 and 202 and/or the one or morememories 104 and 204 of FIG. 42. For example, the transceiver(s) 114 mayinclude the one or more transceivers 106 and 206 and/or the one or moreantennas 108 and 208 of FIG. 42. The control unit 120 is electricallyconnected to the communication unit 110, the memory 130, and theadditional components 140 and controls overall operation of the wirelessdevices. For example, the control unit 120 may control anelectric/mechanical operation of the wireless device based onprograms/code/commands/information stored in the memory unit 130. Thecontrol unit 120 may transmit the information stored in the memory unit130 to the exterior (e.g., other communication devices) via thecommunication unit 110 through a wireless/wired interface or store, inthe memory unit 130, information received through the wireless/wiredinterface from the exterior (e.g., other communication devices) via thecommunication unit 110.

The additional components 140 may be variously configured according totypes of wireless devices. For example, the additional components 140may include at least one of a power unit/battery, input/output (I/O)unit, a driving unit, and a computing unit. The wireless device may beimplemented in the form of, without being limited to, the robot (100 aof FIG. 49), the vehicles (100 b-1 and 100 b-2 of FIG. 49), the XRdevice (100 c of FIG. 49), the hand-held device (100 d of FIG. 49), thehome appliance (100 e of FIG. 49), the IoT device (100 f of FIG. 49), adigital broadcast terminal, a hologram device, a public safety device,an MTC device, a medicine device, a fintech device (or a financedevice), a security device, a climate/environment device, the AIserver/device (400 of FIG. 49), the BSs (200 of FIG. 49), a networknode, etc. The wireless device may be used in a mobile or fixed placeaccording to a use-example/service.

In FIG. 43, the entirety of the various elements, components,units/portions, and/or modules in the wireless devices 100 and 200 maybe connected to each other through a wired interface or at least a partthereof may be wirelessly connected through the communication unit 110.For example, in each of the wireless devices 100 and 200, the controlunit 120 and the communication unit 110 may be connected by wire and thecontrol unit 120 and first units (e.g., 130 and 140) may be wirelesslyconnected through the communication unit 110. Each element, component,unit/portion, and/or module within the wireless devices 100 and 200 mayfurther include one or more elements. For example, the control unit 120may be configured by a set of one or more processors. As an example, thecontrol unit 120 may be configured by a set of a communication controlprocessor, an application processor, an Electronic Control Unit (ECU), agraphical processing unit, and a memory control processor. As anotherexample, the memory 130 may be configured by a Random Access Memory(RAM), a Dynamic RAM (DRAM), a Read Only Memory (ROM)), a flash memory,a volatile memory, a non-volatile memory, and/or a combination thereof.

FIG. 44 illustrates a transceiver of a wireless communication deviceaccording to an embodiment. For example, FIG. 44 may illustrate anexample of a transceiver that may be implemented in a frequency divisionduplex (FDD) system.

On a transmission path, at least one processor, such as the processordescribed with reference to FIGS. 42 and 43, may process data to betransmitted and transmit a signal such as an analog output signal to atransmitter 9210.

In the above example, in the transmitter 9210, the analog output signalmay be filtered by a low-pass filter (LPF) 9211 in order to eliminatenoise caused by, for example, previous digital-to-analog conversion(ADC), up-converted into an RF signal from a baseband signal by anup-converter (e.g., a mixer) 9212, and then amplified by an amplifiersuch as a variable gain amplifier (VGA) 9213. The amplified signal maybe filtered by a filter 9214, amplified by a power amplifier (PA) 9215,routed by a duplexer 9250/antenna switches 9260, and then transmittedthrough an antenna 9270.

On a reception path, the antenna 9270 may receive a signal in a wirelessenvironment. The received signal may be routed by the antenna switches9260/duplexer 9250 and then transmitted to a receiver 9220.

In the above example, in the receiver 9220, the received signal may beamplified by an amplifier such as a low-noise amplifier (LNA) 9223,filtered by a band-pass filter (BPF) 9224, and then down-converted intothe baseband signal from the RF signal by a down-converter (e.g., amixer) 9225.

The down-converted signal may be filtered by an LPF 9226 and amplifiedby an amplifier such as a VGA 9227 in order to obtain an analog inputsignal. The analog input signal may be provided to one or moreprocessors.

Furthermore, a local oscillator (LO) 9240 may generate an LO signal fortransmission and reception and transmit the LO signal to theup-converter 9212 and the down-converter 9224.

In some implementations, a phase-locked loop (PLL) 9230 may receivecontrol information from the processor and transmit control signals tothe LO 9240 so that the LO 9240 may generate LO signals for transmissionand reception at an appropriate frequency.

Implementations are not limited to a specific arrangement illustrated inFIG. 44 and various components and circuits may be arranged differentlyfrom the example illustrated in FIG. 44.

FIG. 45 illustrates a transceiver of a wireless communication deviceaccording to an embodiment. For example, FIG. 45 may illustrate anexample of a transceiver that may be implemented in a time divisionduplex (TDD) system.

In some implementations, a transmitter 9310 and a receiver 9320 of thetransceiver of the TDD system may have one or more features similar tothe transmitter and receiver of the transceiver of the FDD system.Hereinafter, the structure of the transceiver of the TDD system will bedescribed.

On a transmission path, a signal amplified by a PA 9315 of thetransmitter may be routed through a band select switch 9350, a BPF 9360,and antenna switch(s) 9370 and then transmitted through an antenna 9380.

On a reception path, the antenna 9380 receives a signal in a wirelessenvironment. The received signal may be routed through the antennaswitch(s) 9370, the BPF 9360, and the band select switch 9350 and thenprovided to the receiver 9320.

FIG. 46 illustrates an operation of a wireless device related tosidelink communication, according to an embodiment. The operation of thewireless device related to sidelink described in FIG. 46 is purelyexemplary and sidelink operations using various techniques may beperformed by the wireless device. Sidelink may be a UE-to-UE interfacefor sidelink communication and/or sidelink discovery. Sidelink maycorrespond to a PC5 interface. In a broad sense, a sidelink operationmay be transmission and reception of information between UEs. Sidelinkmay carry various types of information.

Referring to FIG. 46, in step S9410, the wireless device may acquireinformation related to sidelink. The information related to sidelink maybe one or more resource configurations. The information related tosidelink may be obtained from other wireless devices or network nodes.

After acquiring the information related to sidelink, the wireless devicemay decode the information related to the sidelink in step S9420.

After decoding the information related to the sidelink, the wirelessdevice may perform one or more sidelink operations based on theinformation related to the sidelink in step S9430. The sidelinkoperation(s) performed by the wireless device may include the one ormore operations described in the present specification.

FIG. 47 illustrates an operation of a network node related to sidelinkaccording to an embodiment. The operation of the network node related tosidelink described in FIG. 47 is purely exemplary and sidelinkoperations using various techniques may be performed by the networknode.

Referring to FIG. 47, in step S9510, the network node may receiveinformation about sidelink from a wireless device. For example, theinformation about sidelink may be sidelink UE information used to informthe network node of sidelink information.

After receiving the information, in step S9520, the network node maydetermine whether to transmit one or more commands related to sidelinkbased on the received information.

According to the determination of the network node to transmit thecommand(s), the network node may transmit the command(s) related tosidelink to the wireless device in step S9530. In some implementations,after receiving the command(s) transmitted by the network node, thewireless device may perform one or more sidelink operations based on thereceived command(s).

FIG. 48 illustrates implementation of a wireless device and a networknode according to one embodiment. The network node may be replaced witha wireless device or a UE.

Referring to FIG. 48, a wireless device 9610 may include a communicationinterface 9611 to communicate with one or more other wireless devices,network nodes, and/or other elements in a network. The communicationinterface 9611 may include one or more transmitters, one or morereceivers, and/or one or more communication interfaces.

The wireless device 9610 may include a processing circuit 9612. Theprocessing circuit 9612 may include one or more processors such as aprocessor 9613, and one or more memories such as a memory 9614.

The processing circuit 9612 may be configured to control the arbitrarymethods and/or processes described in the present specification and/orto allow, for example, the wireless device 9610 to perform such methodsand/or processes. The processor 9613 may correspond to one or moreprocessors for performing the wireless device functions described in thepresent specification. The wireless device 9610 may include the memory9614 configured to store data, program software code, and/or otherinformation described in the present specification.

In some implementations, the memory 9614 may be configured to storesoftware code 9615 including instructions for causing the processor 9613to perform a part or all of the above-described processes according tothe present disclosure when one or more processors, such as theprocessor 9613, are executed.

For example, one or more processors, such as the processor 9613, thatcontrol one or more transceivers, such as a transceiver 2223, fortransmitting and receiving information may perform one or more processesrelated to transmission and reception of information.

A network node 9620 may include a communication interface 9621 tocommunicate with one or more other network nodes, wireless devices,and/or other elements on a network. Here, the communication interface9621 may include one or more transmitters, one or more receivers, and/orone or more communication interfaces. The network node 9620 may includea processing circuit 9622. Here, the processing circuit 9622 may includea processor 9623 and a memory 9624.

In some implementations, the memory 9624 may be configured to storesoftware code 9625 including instructions for causing the processor 9623to perform a part or all of the above-described processes according tothe present disclosure when one or more processors, such as theprocessor 9623, are executed.

For example, one or more processors, such as processor 9623, thatcontrol one or more transceivers, such as a transceiver 2213, fortransmitting and receiving information may perform one or more processesrelated to transmission and reception of information.

FIG. 49 illustrates a communication system applied to the presentinvention.

Referring to FIG. 49 a communication system applied to the presentinvention includes wireless devices, Base Stations (BSs), and a network.Herein, the wireless devices represent devices performing communicationusing Radio Access Technology (RAT) (e.g., 5G New RAT (NR)) or Long-TermEvolution (LTE)) and may be referred to as communication/radio/5Gdevices. The wireless devices may include, without being limited to, arobot 100 a, vehicles 100 b-1 and 100 b-2, an eXtended Reality (XR)device 100 c, a hand-held device 100 d, a home appliance 100 e, anInternet of Things (IoT) device 100 f, and an Artificial Intelligence(AI) device/server 400. For example, the vehicles may include a vehiclehaving a wireless communication function, an autonomous driving vehicle,and a vehicle capable of performing communication between vehicles.Herein, the vehicles may include an Unmanned Aerial Vehicle (UAV) (e.g.,a drone). The XR device may include an Augmented Reality (AR)/VirtualReality (VR)/Mixed Reality (MR) device and may be implemented in theform of a Head-Mounted Device (HMD), a Head-Up Display (HUD) mounted ina vehicle, a television, a smartphone, a computer, a wearable device, ahome appliance device, a digital signage, a vehicle, a robot, etc. Thehand-held device may include a smartphone, a smartpad, a wearable device(e.g., a smartwatch or a smartglasses), and a computer (e.g., anotebook). The home appliance may include a TV, a refrigerator, and awashing machine. The IoT device may include a sensor and a smartmeter.For example, the BSs and the network may be implemented as wirelessdevices and a specific wireless device 200a may operate as a BS/networknode with respect to other wireless devices.

The wireless devices 100a to 100f may be connected to the network 300via the BSs 200. An AI technology may be applied to the wireless devices100 a to 100 f and the wireless devices 100 a to 100 f may be connectedto the AI server 400 via the network 300. The network 300 may beconfigured using a 3G network, a 4G (e.g., LTE) network, or a 5G (e.g.,NR) network. Although the wireless devices 100 a to 100 f maycommunicate with each other through the BSs 200/network 300, thewireless devices 100 a to 100 f may perform direct communication (e.g.,sidelink communication) with each other without passing through theBSs/network. For example, the vehicles 100 b-1 and 100 b-2 may performdirect communication (e.g. Vehicle-to-Vehicle(V2V)/Vehicle-to-everything (V2X) communication). The IoT device (e.g.,a sensor) may perform direct communication with other IoT devices (e.g.,sensors) or other wireless devices 100 a to 100 f.

Wireless communication/connections 150 a, 150 b, or 150 c may beestablished between the wireless devices 100 a to 100 f/BS 200, or BS200/BS 200. Herein, the wireless communication/connections may beestablished through various RATs (e.g., 5G NR) such as uplink/downlinkcommunication 150 a, sidelink communication 150 b (or, D2Dcommunication), or inter BS communication (e.g. relay, Integrated AccessBackhaul (IAB)). The wireless devices and the BSs/the wireless devicesmay transmit/receive radio signals to/from each other through thewireless communication/connections 150 a and 150 b. For example, thewireless communication/connections 150 a and 150 b may transmit/receivesignals through various physical channels. To this end, at least a partof various configuration information configuring processes, varioussignal processing processes (e.g., channel encoding/decoding,modulation/demodulation, and resource mapping/demapping), and resourceallocating processes, for transmitting/receiving radio signals, may beperformed based on the various proposals of the present invention.

The aforementioned implementations are achieved by combinations ofstructural elements and features in various manners. Each of thestructural elements or features may be considered selective unlessspecified otherwise. Each of the structural elements or features may becarried out without being combined with other structural elements orfeatures. In addition, some structural elements and/or features may becombined with one another to constitute implementations. Operationorders described in implementations may be rearranged. Some structuralelements or features of one implementation may be included in anotherembodiment or may be replaced with corresponding structural elements orfeatures of another implementation.

The implementations of the present disclosure may be embodied throughvarious techniques, for example, hardware, firmware, software, orcombinations thereof. In a hardware configuration, a method according tothe implementations may be embodied as one or more application specificintegrated circuits (ASICs), one or more digital signal processors(DSPs), one or more digital signal processing devices (DSPDs), one ormore programmable logic devices (PLDs), one or more field programmablegate arrays (FPGAs), one or more processors, one or more controllers,one or more microcontrollers, one or more microprocessors, etc.

In a firmware or software configuration, the implementations may beembodied as a module, a procedure, or a function. Software code may bestored in a memory and executed by a processor. The memory is located atthe interior or exterior of the processor and may transmit and receivedata to and from the processor by various methods.

It is apparent that ordinary persons skilled in the art may performvarious modifications and variations that can be made in the presentdisclosure without departing from the spirit or scope of the disclosure.While the present disclosure has been described with reference to anexample applied to a 3GPP LTE/LTE-A system or a 5G system (or NRsystem), the present disclosure is applicable to various other wirelesscommunication systems.

INDUSTRIAL APPLICABILITY

While the method of detecting downlink control information and a UEtherefor have been described above in the context of a 3GPP LTE system,by way of example, they are also applicable to various wirelesscommunication systems other than the 3GPP LTE system.

1. A method of receiving a signal by a user equipment (UE) in a wirelesscommunication system, the method comprising: receiving first informationabout a parking space from infrastructure of a parking lot; generatingsecond information for parking in the parking lot, based on the firstinformation; and transmitting the second information to a vehicle whichhas established a communication link with the UE, wherein the firstinformation includes spatial coordinates of the parking space and avirtual parking line for the parking space.
 2. The method according toclaim 1, wherein the infrastructure includes at least a road side unit(RSU), a base station, or an access point (AP).
 3. The method accordingto claim 1, further comprising, based on the first information includingspatial coordinates fewer than a reference number, extracting remainingspatial coordinates for specifying the parking space by using thespatial coordinates fewer than the reference number.
 4. The methodaccording to claim 1, wherein the first information received from theparking lot is different according to a distance between the UE and theparking lot.
 5. The method according to claim 4, wherein when thedistance between the UE and the parking lot is less than a threshold,the first information includes a unique identifier (ID) of the parkingspace, the spatial coordinates of the parking space, and a movement pathto the parking space.
 6. The method according to claim 1, wherein areservation priority for the parking space in the parking lot isdifferent according to a distance between the UE and the parking lot. 7.The method according to claim 1, further comprising: selecting theparking space through a user input; calculating spatial coordinates ofthe selected parking space and a path to the parking space; andoutputting the path to the parking space and the virtual parking line bycontrolling a display device of the vehicle.
 8. A user equipment (UE)for receiving a signal in a wireless communication system, the UEcomprising: a transceiver; and a processor, wherein the processor isconfigured to: receive first information about a parking space frominfrastructure of a parking lot through the transceiver; generate secondinformation for parking in the parking lot, based on the firstinformation; and transmit the second information to a vehicle which hasestablished a communication link with the UE, and wherein the firstinformation includes spatial coordinates of the parking space and avirtual parking line for the parking space.
 9. The UE according to claim8, wherein the infrastructure includes at least a road side unit (RSU),a base station, or an access point (AP).
 10. The UE according to claim8, wherein based on the first information including spatial coordinatesfewer than a reference number, the processor is configured to extractremaining spatial coordinates for specifying the parking space by usingthe spatial coordinates fewer than the reference number.
 11. The UEaccording to claim 8, wherein the first information received from theparking lot is different according to a distance between the UE and theparking lot.
 12. The UE according to claim 11, wherein when the distancebetween the UE and the parking lot is less than a threshold, the firstinformation includes a unique identifier (ID) of the parking space, thespatial coordinates of the parking space, and a movement path to theparking space.
 13. The UE according to claim 8, wherein a reservationpriority for the parking space in the parking lot is different accordingto a distance between the UE and the parking lot.
 14. The UE accordingto claim 8, wherein the processor is configured further to: select theparking space through a user input calculate spatial coordinates of theselected parking space and a path to the parking space; and output thepath to the parking space and the virtual parking line by controlling adisplay device of the vehicle.
 15. The UE according to claim 8, whereinthe UE is capable of communicating with at least one of another UE, a UErelated to an autonomous driving vehicle, a base station or a network.